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BRITISH SHIPMASTERS
HANDBOOK
TO

RIO GRANDE DO SUL

 !

Bodleian Library Oxford

 1

|
 THE

BRITISH SHIPMASTER'S

HANDBOOK
TO

RIO GRANDE DO SUL.

BY

THE HONORABLE

HENRY PRENDERGAST VEREKER, LL.D.,

A RESIDENT AT RIO GRANDE DO SUL .

N.B. — Any suggestions for future Editions will be thankfully received by the
Author, or by the publishers.

LONDON :
EFFINGHAM WILSON, ROYAL EXCHANGE ;
HARRISON , 59, PALL MALL.

1860.

201.g 127
PRINTED BY HARRISON AND SONS,
ST. MARTIN'S LANE, W.C.
BOD
LUN
EA

ENVIS
 THE BRITISH SHIPMASTER'S
HANDBOOK .

The coast of Rio Grande do Sul may be

assumed to comprise the coast between Cape
Santa Martha Grande and Cape Santa Maria, Coasts,
and for the sake of reference may be divided General.
from north to south, as follows :
Coast of Torres,
Coast of Tramandahy,
Coast of Estreito,
Coast of Albardaõ, and
Coast of Castillos.
It extends upwards of four hundred miles,
but throughout its whole length is very similar
in character, as far as territorial indications
are concerned ; the soil is very light, mixed
with sand, and in parts consists of pure sand,
moving with each wind and subject to con
tinual alterations ; the wild fig tree, and some
other trees, wbich never reach any consider
able height, grow here and there along the
whole coast, sometimes singly, sometimes in
groups ; and houses, villages, and towns, such
as Estreito, may occasionally be seen from
a vessel to the northwards of the bar, but in
B 2
 4 HANDBOOK TO

ordinary weather land marks on the coast

(excepting the lighthouse and watch tower of
Rio Grande) can only be seen from the deck
of a vessel when it is within three miles, or,
from the main-top, at about seven miles.
The coast of Torres extends from the Cape
of Santa Martha Grande in the north, to a
point about sixteen leagues to the southwards,
which may be considered to form the northern
extremity of the so -called Bay of Tramandahy ;
on the northern part of this coast the shore is
steeper than in any other parts of the Rio
Grande coast, until the Castillos shore is
Coast of reached. At Torres, about eight leagues from
Torres. the frontier, there is a bay, formed principally
by the Rivers Forquilhas and Mambituba ; at
present this bay is of no avail for shipping, but
it has been favorably reported on by engi
neers as a suitable place for the formation of
a harbor, the expense of the necessary works
appearing to be the principal impediment to
the realization of this project ; but, in time, as
the Brazilian coasting trade increases in
importance, there is very little doubt that
this place will be rendered available, if not as a
commercial port, at least as a harbor of
refuge. At a small distance inland from the
town of As Torres (The Towers), two chains of
mountains commence, one chain almost west
south-west, lying in the northern part of the
province of Rio Grande, and the other going
northwards, amalgamates with the mountain
 RIO GRANDE DO SUL . 5

forming the highlands of the continental part

of the province of Santa Catharina. From the
report of the “ Emulation ,” French surveying
vessel, it appears that the soundings at four
miles to the southwards of Cape Santa Martha
Grande are sand, mud , and shells, and that
approaching Torres from this spot, the sound
ings gradually decrease from thirty fathoms to
five, in a distance of seventy - five miles, the
last-named sounding being close to the land.
The coast of Tramandahy (called in the
French charts Pernambuco) may be consi
dered to terminate southwards at the Capaõ
Redondo, or, as it may be appropriately called,
the Mostardas headland, the town of Mos
tardas lying W.N.W., about nine miles ; at
Tramandahy the coast, proceeding first S.W. Coast of
and then S.S.E., forms a species of bay Tramandahy.
in which small vessels sometimes obtain
shelter from continued S.W. winds; at this
spot there is also a kind of river, formed by
the connexion of several inland lakes, which
there overflow into the sea ; the soundings
at this part of the coast, at five miles' distance,
appear to reach about forty fathoms, but
proceeding southwards, to Mostardas Point,
the soundings at same distance diminish,
the proportion of sand found being greater.
A shoal , under the name of Reid's Shoal,
is stated to lie opposite the Bay of Traman
dahy, in latitude 31° 3' S., longitude 49°
47' W., but the evidence of its existence Reid's Shoal.
 6 HANDBOOK TO

seems very inconclusive ; certainly many per

sons in the habit of trading along this coast
do not believe that there is such a shoal, and
it may be mentioned in this place that the
9
British brigantine “ Firefly," was wrecked
(1859) on the Tramandahy coast, and , accord
ing to the statements of the master and crew,
the vessel appears to have been lost from a
Reid's Shoal .
desire to avoid this shoal, by keeping between
its alleged position and the coast where the
soundings are ample, and without taking
account of the currents of which we shall
presently treat.
The whole coast of Tramandahy, as well
as that of Estreito, presents a similar charac
ter to that at the south of the Torres coast ;
Coast of the shore portion being a bright white sand,
Tramandahy. and the interior flat, showing a grassy sur
face, with occasional small lakes interspersed ;
wild fig trees, evergreens, grow here and
there all along this coast, singly or in clumps,
and occasional houses can be seen.
The coast of Estreito extends from the
northwards from Mostardas headland or

Capao Redondo (the latter name being

derived from a round thicket close by), to
the bar of Rio Grande; it differs from the
coasts to the northwards, after passing Torres,
Coast of in being a very little more elevated, especially
Estreito .
midway between the towns of Mostardas and
Estreito, there being more trees and more
hillocks ; the depth of water also diminishes
 RIO GRANDE DO SUL . 7

more slowly according to distance, and

more regularly, the soundings also lose much
of the small shells found northwards, and
consist ofmud and sand ; the mud, a bluish
clay, preponderating as the soundings are
more distant from the coast, and vice versa :
at about 110 miles from the coast , soundings
have been found at 65 fathoms, and at about Coast of
60 miles, the soundings may be 40 fathoms. Estreito.
At the extremity of this coast is the light
house of Rio Grande, and the river and bar ;
but these will be most conveniently treated
of after considering the coast to the south
wards.
The coast of Albardaõ, which may be
Coast of
assumed to extend from the bar of Rio Albardao.
Grande to the latitude 33° 42' S.‫ܕ‬, or there
abouts, where is the embouchure of the
River Chuy, consists of a strip of land, gene
rally narrow, extending between the sea and
the Lake Mirim, with some inland lakes
lying within the coast ; it is usually flat, and
almost from the bar of Rio Grande to the
Castillos Pequeños, there are said to exist
successive shoals, running in a southerly
and south -westerly direction, about twenty
four miles from the shore, rendering exact
surveys of the coast very difficult ; the exist
ence of one large shoal, as marked in the
charts, is disproved by the fact, that several
vessels of about ten feet draught have come
right upon shore along this coast ; the
 8 HANDBOOK TO

soundings are exceedingly irregular, and form

no index of approach to the land ; there
appear to be various channels amid the shoals,
and leading to land, which are very apt to
deceive the mariner, who should take care not
unnecessarily to approach this coast. Upon
Coast of the southern part of this coast the soundings
Albardaõ .
from the “ Emulation,” showed thirty-two
fathoms, sand and mud, and, immediately
afterwards, eighteen fathoms, sand and shells.
The Castillos coast is situated in the
Oriental Republic of the Uruguay ; it is bolder
and more varied in character than any of the
Coast of coasts of which we have been treating, but the
Castillos . interior lands are not so bigh as at Torres.
The first remarkable object from the northward
is the Cape of Castillos Pequeños, or the
« Small Castles,” which runs out sufficiently
prominently to the S.E. and N.E. ; it is stated
to be a rocky headland, with a few isolated and
partly submerged rocks about it, and forms
the northern extremity of the Castillos Bay ;
this bay is formed by a curve, the southern
extremity of which is the Castillos Grandes,
or
“ Great Castles ” headland ; the Castillos
Bay does not appear to have been regularly
surveyed, but is dangerously placed, and is,
overlapped by shoals forming part of the Al
bardaõ shoals already referred to ; the bay is,
however, stated to have good holding-ground,
and to afford shelter from S.W. winds ; the
channel to enter being round the Castillos
 RIO GRANDE DO SUL . 9

Grandes, nothing but urgent necessity would

justify a shipmaster in seeking shelter in this
place. Castillos Grandes is the name given,
not only to the headland which forms the coast of
Castillos .
southern extremity of the bay already men
tioned, and the northern boundary of the
Bahia Falsa, but more especially to a number
of dark-coloured rocks, some of which are very
irregular in shape, and being at a little distance
from the land are very remarkable objects:
the Palmarones Island is more verdant, and
more to the southwards, but of this group.
From the cape, or headland, of Castillos
Grandes, to the Cape of Santa Maria, there is
a deep indenture in the coast, more marked on
the northern side, which lies at first almost
due west, gradually verging to the south ; this
forms a bay, called the Bahia Falsa (Bay of
Deceit), from the circumstance, as it is said,
that shipmasters, bound to the River Plate,
have occasionally mistaken the Cape Castillos
Grandes for the Cape Santa Maria, and, steer
ing as though they had passed the last- named
headiand, their vessels have been run on shore
in this Bahia Falsa, where, somewhat suddenly, >

the coast turns to the southwards .

Cape Santa Maria forms the extreme
northern point of the embouchure of the
River Plate, and is surrounded with rocks and
>

small islands; the principal of the latter are

the Islands of Paloma and of Tuna, lying to
the N.E. of the cape ; between these two there
 10 HANDBOOK TO

is a narrow passage, which leads to a small

Cape of Santa
sheltered anchorage, with soundings of sand,
Maria . gravel, and small shells, at eleven to fourteen
feet; the entry is about midway between the
two islands, N.W. by W., and is principally
available for smallvessels,drawing from nine to
eleven feet, and bound to the River Plate, when
they desire to avoid an impending S.W. gale.
The configuration of the land of the Cas
tillos coast possesses nothing worthy of special
Coast of observation ; the land is generally higher than
Castillos. that along the northern coasts, after leaving
Torres, and increases in height as Cape Santa
Maria is approached. Near Castillos Pequeños
two roundish hills are seen, and near Santa
Maria there is a succession of high hills,
some terminating at Maldonado, and others,
losing themselves in the interior ; there are
also found more trees and vegetation than on
the northern coast, and white sand is not so
prevalent.
From what has been said, it will be perceived
that on the whole coast, from Cape Santa
Martha Grande to Cape Santa Maria, there
Coasts,
General. are no objects sufficiently remarkable to guide
the mariner, excepting the high lands about
the former, the general appearance and islands
at the latter, the Castillos rocks and bills
near thereto, and, finally, the Lighthouse and
Watch Tower of Rio Grande .
The lighthouse, placed at the extremity of
the Estreito shore, and to the northwards of
 RIO GRANDE DO SUL . 11

the Rio Grande River, is the principal object

which the shipmaster bound to Rio Grande,
whether proceeding from Europe or from the
River Plate, should endearor to discover, and
to be guided in his course by its position : an
exact description, extracted from an official
notice given by the Brazilian Government,
will therefore probably be acceptable : - “ The
lighthouse is placed 277 feet, British mea
sure, in a N.E. direction from the position
of the old lighthouse referred to in the sail
ing directions ; the position of the latter was Rio Grande
calculated by Mr. Dillon, of Her Majesty's Lighthouse.
steam -vessel “ Lizard ,” to be in latitude 32°
7' 15" south, and longitude 52° 4 ' 25" west.
The position of the new lighthouse is stated in
the official notice above -mentioned to be lati
tude 32° 7' 3" south, longitude 52° 3' 9 "
west of Greenwich . The tower, on which
the revolving light is placed, is of iron, the
diameter decreasing to the top ; the height of
this tower, from the level of the land to the
top of the cupola, is 101 feet, and from the
level of the sea, in ordinary tides, 104 feet;
the height, from the level of the sea to the
centre of the lights, being 99 feet; the dia
meter of the base of the tower is 15 feet, and
at the top, where the machinery of the light
is placed, the diameter is 7 feet 9 inches.
The light makes a complete revolution in
three minutes, showing at first three reflec
tions of a bright white light ; then three
 12 HANDBOOK TO

somewhat obscured ; and, finally, three

Rio Grande
Lighthouse. eclipses. The light, when illuminated with
21 lights with sweet oil, can be seen at a dis
tance of from 25 to 30 miles, according to
the state of the atmosphere.” It may be
added that the lighthouse is at present
painted a reddish umber, and in the daytime
appears at a distance like a thin blackish
column. The watch tower, or old light tower,
is square and whitewashed, and is usually
perceptible by the naked eye as soon as, or
sooner than , the lighthouse ; for, though not
nearly so high , it is much broader - the red
flag, besides, is often flying from the high
Rio Grande mast thereon. Other objects, which will be
Lighthouse, &c seen at aa considerable distance, are the masts
of vessels, should there be any at the bar
anchorage, and the chapel, a square white
building. It should not, however, be sup
posed that the light is always at its greatest
power ; shipmasters may therefore be safe in
estimating that, when they see the light first
from the masthead, in clear weather, that it
may lie at a distance of from 18 to 22 miles,
and, when from the deck, that the distance
may be 10 to 18 miles, taking into calculation
the thickness of the atmosphere and the
smallness of the light.
Throughout the whole length of the coasts
mentioned there is a current, the tendency
of which is froin north to south . Mr. Dillon
computed that, during several months in the
 RIO GRANDE DO SUL . 13

year it was running at the rate of forty miles Currents.

per day, when N.E. and E. winds were pre
valent ; this seems a moderate computation in
view of the rapidity with which objects from
Cape Frio have found their way to this coast.
That the current is wholly regulated by the
winds seems to be an error, though it is
very possible that a continuance of S. and
S.W. winds may check, or even for a time
overpower, the natural direction of the cur
rent. Shipmasters should take this current
in account, as its effect, during or after S.E.
or E. winds, is to draw towards the shore
those vessels which may have approached too
nearly, and from this cause several wrecks
are believed to have taken place.
The prevalent winds are the N.E. ( from
N.N.E. to E.N.E.) and S.W. (from S.S.W.
to W.S.W) ; the former ruling chiefly from
November to May, and the latter in June,
July, and August ; the N.E. winds usually
continue three to five days, though sometimes
they last with little intermission much longer.
They generally commence weakly, and gra
dually increase in force ; they are often rainy,
and succeeded by a calm and an atmosphere
much charged with electricity. The S.W.
winds, on the contrary, are at the first most
violent, commencing usually by a sudden Winds.
gust ; they may last very steadily for two or
three days, and have much more force, com
paratively, than the N E. winds: they usually
 14 HANDBOOK TO

clear the atmosphere. The E. wind occasion

ally succeeds the N.E., and the S. and S.E.
follow the S.W. The due W. wind and
W.N.W. are rare, but usually usher in un
favorable weather. The S.E. wind is that
most feared by mariners, but is not nearly
so prevalent as is generally supposed ; the
shipmaster should, however, take special care
not to be caught by this wind too near the
shore, specially on the Albardað side, as, com
bined with the action of the current before
mentioned, it becomes very difficult to beat
Winds . against it. The S.W. (or Pampero) wind,
as being very violent and common, deserves
a special reference. It may be observed then ,
that the indications of the approach of the
8.W. winds are almost unerring, and can
usually be detected from twelve to thirty -six
hours before its arrival; as stated, it will
occur after a succession of winds from the
N.E. , and the longer the duration of winds
from that direction, the more violent will be
the S.W. blast ; a calm will usually succeed
the N.E. winds, the sky will be cloudy, the
atmosphere heavy and charged with electri
city, the thermometer will rise, and the
Winds. barometer fall, and in the horizon from N. to
W. a misty atmosphere will appear, in which
much lightning will usually show at night,
and in the western and south -western hori
zon dark clouds will gradually rise, accom
panied by thunder and lightning, until the
 RIO GRANDE DO SUL . 15

wind comes on in its full force. Several

hours before the wind is felt, the water on the
bar will rise from the accumulation of the
sea between the S.E. banks at the bar and the
southern coast, and a ground swell coming
from the southwards will be experienced. A Winds.
knowledge of the prevailing winds is so in
teresting in connexion with the trade of Rio
Grande, that a compilation, (Appendix No. I)
from rough notes taken in a former year, is
added in illustration of what has been said on
this subject .
In view of the preceding observations re
ferring to the whole coast, from Cape Santa
Martha Grande to Cape Santa Maria, the
following general rules may be laid down to
assist the shipmaster bound to Rio Grande
do Sul.
If the vessel should be coming from the General Rules.
River Plate it should be kept clear of the
Castillos coast, and the Albardaõ coast
should not be approached nearer than sixty
miles until the latitude 34° 30' S. is reached,
when the course may, with caution, be gra
dually altered more to the true north until
the Rio Grande Light or Tower is discovered.
If the shipmaster should be proceeding
from Europe he will avoid, if possible, to pass General Rules.
to the southward of the 32° of south latitude,
until he is closely approaching the Rio
Grande Bar and is sure of his position.
He will adopt this course, not only as the
 16 EANDBOOK TO

most direct one, but, because the N.E winds

are the prevailing ones, and, if he should ap
proach the coast, his position, if to the north
of the latitude mentioned, will be much more
easily ascertainable than on the Albardaõ
coast.
It is most important on the Rio Grande
coasts that the utmost attention should be
General Rules. given to ascertain the latitude and longitude
of the vessel's position, as there are few parts
of the world where the master must, to the
same degree, place his reliance on these com
putations.
In the event of the vessel's latitude being
uncertain, and the land being approached, the
soundings will materially assist in deter
mining the position. Whenever the place of
the vessel is supposed to be within 120 miles
of shore, soundings should be attempted, and
repeated every two hours, there being always
some tallow, or other adhesive substance, on
>

the lead, so that the nature of the bottom

may be ascertained .
Soundings. The soundings on the approach to the
coast are usually assumed to diminish at the
rate of about a fathom per mile ; there are
necessarily many modifications to this rule,
and it appears an extreme calculation, which
is probably only to be relied on at all on the
Estreito coast.
The soundings from eighty fathoms to the
shore usually show :
 RIO GRANDE DO SUL . 17

1. Bluish clay or mud with but little sand.

2. Sand and mud .
3. Sand mud and small shells.
4. Sand and shells.
5. Sand .
The " bluish mud" is found at deep bottoms,
with shoals at aa distance ; the " sand and mud”
forms the bottoms lying between the extre
mity of the shoals or shore, and the greater
depths ; in this bottom is found the safest
anchorage and strong holding -ground, at six
to ten fathoms. The “ sand, mud, and shells, ” Soundings.
forms a good anchorage, but is usually too
near the shoals ; the “sand and shells " is
usually found at the lower side of a bank or
shoal, and serves as a signal of danger.
When pure sand is drawn up with the lead,
the shipmaster may be almost certain that he
is close on shore, or on the side of a bank,
and should take precautions accordingly.
Many shipmasters endeavour to make the
land first to the northwards of the bar ; but
this appears to be a mistake, as they go out
of their proper course to discover an object
not so remarkable as the Rio Grande Light
house, to which their views should be princi- General Rule.
pally directed, and subject themselves to
dangerous risks by hugging the shore too
closely ; if, however, from any cause, they
should be brought near the Estreito shore,
to the north of the bar, they will probably
first discover the Mostardas headland,
o
 18 HANDBOOK TO

remarkable by its rounded projection , and by

a mass of trees, perceptible a little way from
the coast, or the Bujurú Hillock, about mid
way from Mostardas headland to the bar,
around which there are many trees and some
General Rule. houses ; they will then be safe in keeping
along the shore, S.W., in not less than eight
fathoms, until they get into latitude 32°
south, when they can change their course
more to the westward, until they sight the
lighthouse, attending always to the lead.
If, through any accident, it becomes neces
sary to lose the vessel for the sake of pre
Loss of Vessel. serving the lives of the crew, it seems more
prudent for the shipmaster to run for the Bay
of Tramandahy, or the southern Estreito
shore, than for other parts of the coast,
unless he should have a hope of entering Rio
Grande or Santa Catharina.
The principal bar of Rio Grande is now
(April, 1859 ) in nearly the same position as
when it was surveyed, in 1849, by Mr. Dillon ,
of Her Majesty's steam-vessel “ Lizard ;" the
chief modifications seem to have been that
its central point is now about two -and - a -half
cables' length to the westward, and that the
Bars of Rio extreme point of the south -east bank over
Grande .
laps it a little more than formerly, having also
advanced to the westward ; a bank projecting
from the south - east bank has been formed
inside the bar, making the channel to the bar
anchorage somewhat circuitous, and the north
 RIO GRANDE DO SUL . 19

eastern bar, which, since the closing of the

old north-eastern bar, has more or less always
existed, has opened more regularly ; it cuts
through the south-eastern bank, as marked
on the charts, at about two-thirds further
from the shore than the extreme point of the
same bank. There is also a boat channel Bars of Rio
between the south-western bank and the Grande.
western shore which is worthy of notice, as
it is the most available channel for boats,
going or coming, to give assistance to vessels
in distress about the south -western bank ; and
even the pilot boats, when caught to leeward,
make for this channel, which has at least four
feet of water.
All the banks surrounding the bar are
composed of fine sand, and changes are con
tinually recurring, but not to such an extent
as is imagined. The north-eastern bar is not
at present available for vessels of more than
nine feet draught, there being usually, accord
ing to the wind, from six to eighteen inches
more depth of water on the south south
western bar ; to enter the latter the best
course appears to be to steer rather south-west
(keeping at a distance from the breakers ),
until the lighthouse bears north by north
north -west, and then to steer north north Entrance over
east by north , and to follow in this course Bar.
until the bar is fully passed, when the course
gradually alters to west by west north -west,
until the point of the inner south-eastern
c 2
 20 HANDBOOK TO

bank is rounded, when it lies nearly due north

to the anchorage. These observations are
not intended to regulate the proceedings of
shipmasters, but merely to give them a little
assistance, by enabling them, with due regard
to the changes which may take place in the
sand-banks, to judge of the course adopted
by the pilots .
The south south-western bar is easily dis
tinguished in fine weather by forming, as it
were, a gap amid the breakers which appear
from the northward to south -westward, and
which break with peculiar violence to the
S.S.W. Bar. west south -west of the bar, on the extremity
of the south-western bank, which is steeper
than the south -eastern bank ; it is, however,
to be remarked, that between this south
western bank and the boat channel there is a
species of bay, somewhat sheltered, which the
master must take special care not to mistake
for the bar. The “ Guardian " was wrecked
in 1855 on the edge of this bay .
It has been observed that the sand-banks,
forming, and about the bar, consist of pure
fine sand ; but, when their position remains
unchanged for a sufficient period, the upper
part becomes very compact and hard, form
ing, as it were, an incrustation over the inner
Sand - Banks . part, which is more yielding, very often con
sisting of quicksands : thus, when a vessel
strikes, the effect will be as though it had
struck upon a rock, only that the sand -banks
 RIO GRANDE DO SUL. 21
are more elastic ; the vessel will often
rebound sometimes to a worse position, some
times passing the impediment ( as happens
upon the bar ), or occasionally being carried
back out of danger, as occurred to the
“ Monarch " in 1856. If the stranded vessel
should break through the surface of the bank
it will quickly become imbedded in the sands,
an accumulation occurring also at the sides
from which the breakers are driven back, thus
making it often difficult to assist efficiently,
or even to approach a vessel in danger ; the Sand- Banks.
vessel, if imbedded as above supposed, and
7

laden with a heavy cargo , will usually sink

into the sands until it may be said to be
swallowed up. A remarkable illustration of
66
this fact was shown in the case of the He
lianthus,” laden with coals, wrecked in 1854
on the point of the south-western bank ; the
weather being unfavorable the vessel could
not be approached. The writer, on several
occasions , attempted to board the wreck, but
found it quite impossible from the causes
above-mentioned ; the brig was abandoned
with ensign flying, and rigging all complete ; Sand -Banks
and each day it could be observed that it had
sunk further into the sands, until, finally, the
tops of the masts sunk below the level of the
sea .

If, unfortunately, a vessel should get

aground on the banks, the shipmaster should Rules
vessels
when
immediately ( for every moment's delay is of stranded .
 22 HANDBOOK TO

the utmost importance) call for the assistance

of the pilotage and steam -tug, and proceed
to fix his anchors in the direction in which
the vessel is most likely to float off, consider
ing the winds, currents, and channels, and
Rules when should draw upon these anchors ; he should
vessels then proceed with all energy to lighten the
stranded . vessel, according to the principles usually
adopted. Many shipmasters, on getting
aground, commence by throwing out cargo ;
but the effect is usually that the vessel, as it
becomes lighter, works up higher on the shal
lows, and vessels have been lost from this
cause, which would probably have been saved
had the full weight of cargo been retained.
There are two anchorages outside the bar,
one to the south-east, and the other to the
south south -west of the lighthouse ; the first
named in seven fathoms, and the latter in six
fathoms, sand and mud, and good holding
ground. The south south-west anchorage
appears preferable, as it gives more opportu
nities of entering the bar. It is advisable
Anchorages that a shipmaster should be at anchor, if pos
outside bar. sible, so as to be enabled to observe the
signals, and to take the first opportunity of
entering. Sometimes vessels have to remain
outside the bar from want of water thereon ,
or unfavorable winds, for a considerable
time ; but in neither of these anchorages
ought the anchor to remain too long in the
same place, as it is apt to sink into the sands,
 RIO GRANDE DO SUL . 23

which renders the raising of it on an emer

gency difficult; every two or three days the
anchors should be weighed, and again cast, Anchorages
and the shipmaster should be prepared to outside bar.
buoy his anchor efficiently, in the event, from
any cause, of finding a necessity to let it
slip.
It may be observed in this place, that many
vessels have struck , and several have been Point of S.E.
lost, by attempting to enter the bar from a bank.
north -easterly direction, thus getting on the
extremity of the south-east bank ; this should
be avoided .
As soon as the shipmaster comes fully in
sight of the Rio Grande Lighthouse, he
should hoist the signals of the draught of
water of his vessel ; for this purpose he should
be provided with a red flag, a blue flag, a
white flag, and a blue birgee or pennant ; these
signals should be hoisted on the foretop gal
lant mast-head, or on the fore-royal mast
head, and the shipmaster should take care in
hoisting them , that the main , or fore-gallant,
or royal sails, do not in any manner interfere Signals of
with the full view of his signals from the bar draught.
signal tower ; he should use signals somewhat
larger than those usually employed as Mar
ryatt's signals, and, according to the wind , he
should place the signal flags at a sufficient
distance one from the other, so that each flag
may be distinctly seen from the tower, and
he should avoid the use of Marryatt's signals,
 24 HANDBOOK TO

as No. 1, and the second distinguishing pen

nant, lead to confusion from the mixture of
colours, and No. 5, may lead to the opinion
that pennants are hoisted, or that the tug
steamer is required.
In judging of the signals which may be
hoisted for draught of water, the shipmaster
Table of
should be guided strictly by the signals in the
Signals. table (Appendix II) annexed, which, though
differing from tables formerly published,
has been carefully framed upon information
communicated by responsible officers of the
Brazilian Government.
The following observations are attached to
the Brazilian table of signals, and may at the
risk of repetition be inserted here :
“ Table of signals of palms of water (long
since adopted at the bar of Rio Grande ),
which will be exhibited on the smaller mast
of the watch-tower, to indicate to the vessels
desiring to enter the port, the depth of water
which there may be on the said bar, in con
junction with the calling signal; and which
Brazilian the vessels, which enter or proceed outwards,
directions . should hoist on the fore -mast to show their
draught of water in palms. For those ves
sels which are about to proceed outwards, the
same signals have to be made on a mast placed
near the bridge or wharf of the pilotage.
“ The calling signal will continue by means
of the red flag, hoisted on the top of the large
mast of the watch tower, and will be always
 RIO GRANDE DO SUL . 25

made when the bar is practicable ; but it

should be understood, that those vessels alone
are called, whose draught of water may be
equal to or less than that indicated on the
same occasion by the signal displayed on the
smaller mast of the same watch tower.
When, for want of a favorable wind, the
entries or exits of vessels can only take
place under towage, a white two-pointed or
swallow -tailed flag, with red points, shall Brazilian
be hoisted above the signals of the palms ofdirections.
water. These signals shall be also hoisted
on the pilot boat which may be on the bank.
“ As soon as the signals are lowered from
the watch tower, or pilot boat on the bank, Brazilian
directions.
it should be understood on board the vessels
that now they cannot enter, and they should
immediately be turned seawards."
The signals being hoisted and the position
of his vessel determined , the shipmaster
should steer for the lighthouse in the manner
already explained, making allowance for his
position, and for winds and currents. Upon Rules for
approaching, he will distinguish first the entering.
signals on the signal tower near the light
house, or on the pilot-boat lying within the
bar ; if he should see the calling signal, a
red flag, hoisted on the higher mast of the
signal tower at the bar, and if there should
be no other vessels in the offing, he may con
fidently approach until he gets sight of the
pilot boat inside the bar ; but, if there should
 26 HANDBOOK TO

be any other vessels about to enter, he should

ascertain , before going too forward, the signals
of draught of water hoisted on the lower
Rules for
mast of the signal tower ; should these show
entering
a draught of water, equal or superior to that
of the vessel, the shipmaster may usually
confidently direct his course to the pilot boat
at the bar ; if the draught of water exhibited
on the tower should be less than that required
by the vessel, or if the calling signal should
be bauled down, the shipmaster should imme
diately move away from the coast, and
anchor, or tack off and on, until a more
favorable opportunity offers; in all these
manæuvres he should keep wide of the
breakers, so as to give himself full power,
when called on, to move towards the bar, or
otherwise, as may be most convenient.
The pilot boat station is a short way inside
the bar, and the course to enter should be
at first directly towards this boat; when
approaching, it will be perceived that the
Rules for signals of the depth of water on the bar are
entering hoisted thereon, and the master, when he per
ceives these signals, should be guided thereby,
rather than by the signals on the tower, as
the latter are derived from the former ; a
moveable red flag will also be observed on
the pilot boat, this must on no account be
mistaken for a calling signal, but is intended
merely to guide the course of vessels enter
ing ; when moved to thewest or the east, &c.,
 RIO GRANDE DO SUL . 27
it means that the vessel should alter its
course in those directions ; when held per Rules for
pendicularly, it means that the vessel should entering.
proceed directly in the wake of the pilot boat.
There is occasionally another pilot boat
stationed in the inlet between the bar and
the entrance to the anchorage, which makes
signals in the same manner as the first, with
a moveable red flag, but without the signals
of depth of water ; if the second boat should
be in its station, the shipmaster will be
guided by its signals, immediately after pass
ing the first pilot boat ; but, if it should not
be there, he may act according to the signals
of the first pilot boat ; and, if neither of the
pilot boats should appear, and the calling
signal continues to fly, he should then act
wholly on the signals from the tower, from
which there might then be thrown out red
flags to point out the direction, as on the
pilot boats, though this is no part of the
service, and would only be done on extraor
dinary occasions.
A literal translation of the Brazilian regu- Pilotage
lations for the pilotage at the bar, is annexed regulations.
hereto (Appendix III ) ; as also аa table of the
telegraphic signals used to communicate with Telegraphic
signals to com
vessels outside the bar (Appendix IV) ; the municate with
earnest attention of the shipmaster is re- vessels.
quested to these documents, which, on the
subjects of which they treat, are ample for
his guidance.
 28 HANDBOOK TO

Table of A table is also added (Appendix V) show .

soundings.
ing the soundings on the bar upon various
occasions, taken from rough notes in 1857
and 1859, in those months when the trade is
most active. It may be presuined generally,
that vessels bound to Rio Grande should not
load deeper than eleven feet ; for though
To load only vessels with twelve and a half feet may occa
to 11 feet.
sionally enter, these chances are very uncer
tain, and, by the difference of half a foot, a
vessel may be prevented from entering or going
out for several weeks ; it does not appear on
the average, that the freight receivable from
the increased loading nearly compensates for
the loss by detention ; according to calcula
tions made the result seems to be quite the
contrary .
There is a telegraph arranged by flags
between the village at the bar, and the town
Telegraph
of Rio Grande, by which the community may
with Rio know daily the vessels coming in or going out,
Grande . or those lying off the bar, and other occur
rences .
The signals are exhibited on corre
sponding flag-staffs, one placed near the
wharf, in front of the lighthouse, called the
pilotage wharf; the second, about midway
between that point and Rio Grande city, on
the west side of the river ; and the third on
the theatre of Rio Grande. The shipmaster
about to enter must take no notice of the
signals made on the mast near the pilotage
wharf, as they are intended either for the
 RIO GRANDE DO SUL . 29

vessels about to go out, or for the telegraph ,

but it is well that he should know of the
existence of this telegraph, as it may enable
him , through means of the pilotage, to com
municate with bis congul or consignee.
The port of Rio Grande do Sul may be
*considered to be comprised in the water space
from the bar on the south, to the western
extremity of the town of Rio Grande, on the
north -west, and to the northern extreme of
the town of Sao José do Norte, on the north
east ; the distance from the bar to each of
Port of Rio
the last-mentioned points being about ten Grande.
miles. Within this space there are four
principal anchorages ; 1st, that of the bar,
about due- west of the lighthouse, where all
vessels remain after having entered until they
have been visited, &c. ; 2ndly, that of the
buoy (a large red buoy, placed at the head of
the channels which go respectively to Rio
Grande and to Sao José), where vessels bound
to Rio Grande, which have a wind suited to
come up the river, but not to take the course
to the southern town, usually anchor, waiting
for a favorable wind, or for a tug steamer ;
3rdly, that of Sao José do Norte ; and, 4thly,
that of Rio Grande do Sul. Vessels are not Inner
allowed to anchor between the bar and the anchorages.
extreme point of the coast, which lies to the
north -east thereof, unless on extraordinary
occasions ; this space is called the Lagomar.
The vessels entering are expected to anchor
 30 HANDBOOK TO

as nearly as may be due-west of the light

house, where there is good holding - ground,
five to seven fathonis, sand and mud . The
anchorage at the buoy is in from two-and - a
half to five fathoms, the mud rather prepon
derates, and the anchors occasionally drag.
The anchorage of Sao José do Norte is
excellent, sand with some mud, from five to
Inner
seven fathoms; it is well sheltered from all
anchorages. prevalent winds, excepting the S.W., and
capable of accommodating a very large
number of vessels. The anchorage of Rio
Grande do Sul is sheltered from all prevalent
winds excepting the N.E.; the anchorage is
not as firm as those previously mentioned,
the mud being predominant, and consequently
vessels occasionally drag on their anchors.
The channel from the bar anchorage to that
of Sao José do Norte is very regular,
bounded east and west by sandy shoals, land,
and small hillocks, and only diversified by the
Mangueira, or Armlet - a shallow bay, which
runs inwards some distance almost due-west
of the regular channel, at nearly two-thirds
distance up
the channel;—its entrance is about
three-quarters of a mile wide, and at the
southern point is situated the telegraph flag
staff, which corresponds with that at Rio
Grande do Sul.
In going up the channel, the shipmaster
Course up may calculate that the depth of water is
channel. almost always in proportion to the height of
 RIO GRANDE DO SUL . 31

the bordering coast ; he will therefore prefer

to keep near the higher coast ; his direction
from the bar anchorage will be about north
north -west by north, keeping near the western
shore until he rounds a shallow which runs
out on the eastern side, and upon approach
ing the southern point of the Mangueira, Course up
before-mentioned, he will verge towards the channel.
north north -east until he reaches the Buoy,
or Sao José, anchorages.
The course to Rio Grande do Sul is some
what more difficult, as the channel, or canal,
as it is called, is very narrow , and partiy cir.
cuitous, consisting almost wholly of soft mud Course to Rio
at about nine feet depth in centre. Great Grande.
caution is required in attempting this
channel; for though it is not likely that the
vessel will be strained, as it might be in the
other anchorages, if it should get aground,
yet, should this happen when the water is
high, the vessel may be delayed for weeks
before it is freed. The course for a vessel,
after leaving the red buoy, is south south
west, to avoid a bank of sand which runs to
the south south-east, near the buoy, and to
the westward thereof; on rounding the point
of this shoal the course lies north north
west, gradually moving to west and west
south -west, until the shipping and town of
Rio Grande are near, when the vessel should
be guided near the south coast, so as to pass
between the yachts, which lie next the shore,
 32 HANDBOOK TO

and the outer tier of vessels, where there is

an open road specially left clear for vessels
entering ; the anchor should then be cast as
near the Custom-House as may be, until the
vessel is discharged , when it will take its
appointed position ; the average depth of the
Anchorage at anchorage is nearly three fathoms. The
Rio Grande.
vessels in the anchorage of Rio Grande do
Sul being usually very numerous, are ranged
in tiers along the coast, east and west, the
Brazilian vessels being to the westward of
the Custom -House wharf, and the British and
foreign vessels to the eastward, so that every
vessel should have room to swing round its
anchor without touching another vessel.* The
most difficult part of the channel to the
anchorage of Rio Grande do Sul is the turn
round the shallow , called the Masêga, after
passing its extreme point, as the channel is
narrower than in other parts, and turns
sharply, the course lying near the shore. The
Course to Rio chart of the port, prepared by Mr. Dillon, of
Grande . Her Majesty's steam-vessel " Lizard," appears
sufficiently accurate for practical purposes ;
but the depth of water, both on the bar, and
along the channel to Rio Grande do Sul, is
usually at present (1859) somewhat more
than that marked in the chart.
In the anchorage of Saõ José do Norte
the rules with regard to mooring anchors are
* When the vessels are much crowded, they are
moored by head and stern, so as to prevent collisions.
 RIO GRANDE DO SUL . 33

not so strict as at Rio Grande do Sul, as the

anchorage is much larger, and the number of
vessels going there less numerous . Ship
masters may generally select their own
anchorage at Sao José ; but with the condi
tion that there should be full room on every
side to swing round the anchor. If a vessel, Mooring.
with regard to which this condition is
neglected, should come into collision with
another, the shipmaster who has neglected
the rule will have to pay the damages caused.
Technically speaking, the port of Rio
Grande do Sul is the anchorage in front of
Rio Grande do Sul, and the port of Sao José When arrived .
do Norte is likewise the anchorage fronting
Sao José do Norte ; the vessel is considered
to have arrived in the port when the anchor is
cast in whatever anchorage the vessel is to
commence to discharge.
The ports of Rio Grande do Sul and of Sao
José do Norte are quite distinct, and for
many years had separate Custom-Houses and
separate administrations. It would be well
that shipowners, merchants, or others, when
preparing charter parties, &c., for Rio Distinction
Grande, should hold in view the distinction be between Rio
tween the two ports; the terms “ Rio Grande SaÕGrande and
José.
do Norte ” and “Rio Grande North,” should
never be used to designate the town or
anchorage of Sao José do Norte, as such
terms could not be properly recognized, and
regularly would apply to Rio Grande do
D
 34 HANDBOOK TO

Norte, which is a province of Brazil situated

in 5° to 6 ° latitude S. By a decree of the
Brazilian Government, in 1858 , the Custom
House of Sao José do Norte has merged in
that of Rio Grande do Sul, a collectoria, or
establishment for the collection of taxes,
being left at Saõ José. Vessels with cargoes
Distinction
consisting wholly of salt or coals, are allowed
between Rio to continue to discharge all their cargoes in
Grande and the anchorage of Sao José do Norte, which is
Saõ José.
much better than the southern anchorage ;
but vessels with general cargoes are required
to discharge at the south ( Rio Grande ),
being allowed to unload a sufficient portion
of their cargo at the Sao José anchorage to
lighten their draught, so that they may come
through the shallow channel to the south, the
cargo thus discharged being immediately
brought over to Rio Grande in lighters.
Bone-ash and ballast are usually completely
laden at Sao José ; and thereat, as the deeper
anchorage, most British vessels complete
their cargoes of hides or other merchandize.
The channel to the south will usually admit
vessels of nine feet draught ; the anchorage
at the north is suited to any vessels which
can pass the bar, and is of the average depth
of six fathoms.
Pilots, when Shipmasters coming up the river for the first
necessary .
time, and always, when moving their vessels
from Sao José to Rio Grande, or vice versa ,
would do well to have a pilot on board,
as the expense is not large, and they may
 RIO GRANDE DO SUL . 35

save difficulty and responsibility ; when Pilots, when

coming to the bar for the first time, it may necessary.
also be useful to call for a pilot ; if any doubt
exists about the power to enter, this is done
by hoisting the signals of draught of water
above the flag of the vessel's nation, on the
fore -top gallant-mast.
In order that the shipmaster may judge
of his proceedings in port, extracts of those Port Regula
parts of the port regulations which may prin- tions.
cipally affect him, are added hereto (Ap
pendix VI).
It appears advisable that the manner in
which should be defrayed the expense of
towage, up or down the river, or from Saõ
José to Rio Grande, or vice versá, and of
lighterage, should be specifically provided for
in the charter-party, as also the commission
to be paid to the merchant on inward and Charter Par
outward freight, and the anchorage in which ties.
the vessel , if laden with salt or coals, should
remain . It might also be proper to insert a
clause that general average and demurrage
claims should be settied in England, as ship
masters, even in the most manifest cases,
find great difficulty in recovering such claims
at Rio Grande, and the delays and ex
penses of Brazilian laws are so great, that
they would probably derive no satisfaction
from having recourse to litigation in Brazil.
The merchants of Rio Grande have framed
a set of rules, which they style“ The Custom
D 2
 36 HANDBOOK TO

of the Port," and is annexed ( Appendix VII) ;

Merchants'
but these rules can only be considered to
Rules . have been made by the merchants for their
own convenience and to avoid disputes, and
necessarily will not bind the shipmaster
when they may be in contradiction to the
charter party ; if, however, there should be
nothing in the charter party against it, the
merchants will insist on these rules being
carried out.
It will be perceived by the above-mentioned
rules, that a commission of five per centum
is demanded on the ship's disbursements ;
this is generally taken to mean all sums paid
Commissions. on account of the shipmaster, even though
the consignee should be owing for freight at
the time. If the shipmaster wishes to avoid
this charge, he should make a specific agree
ment with the consignee, or receive his
freight, and pay his own bills ; but, gene
rally, it would be well that these matters
>

were provided for by the charter party.

Salt is received in the port of Rio Grande
by measure, the measures used being half
alquiere measures, or larger measures at
master's option ; each alqueire is assumed to
contain eighty pounds, Brazilian weight, of
salt (equal to 80:95 British) ; sometimes the
weight is less and sometimes more, and as
Salt Cargoes. vessels are usually freighted to be paid by
ton weight delivered, the shipmaster will pro
bably judge right to ascertain the average
 RIO GRANDE DO SUL . 37

weight of the measures of salt he delivers.

He is allowed by the Custom -House a margin
of ten per centum, over or under the cargo
manifested ; but if the amount delivered
should pass this limit either way, he becomes
subject to a fine, unless on proof of damage
by stress of weather.
The average exchange at Rio Grande is
about two shillings and twopence per milrea,
or half dollar, assuming the American gold
ounce to be worth sixteen dollars, and the
United States gold and silver dollars to be
worth par ; but payments to public depart
ments, and for towage, are usually made in Exchanges,.
Brazilian money, which is (1859) worth about Consuls Fees,
four per centum premium over the ordinary &c.
currency . The consular fees are one pound
and seven shillings, for services attending
entry and clearance ; the noting a protest is
five shillings, and the bill of health , ten shil
lings; for extra services, the shipmaster will
be guided by the table of fees affixed in the
consul's office.
The rules laid down for vessels about to
enter Rio Grande port, apply in part to those
preparing to leave, but the signals to be
observed are differently placed ; the signals Rules for
for vessels to go out are the depth of water leaving Port.
in palms, hoisted on the mast close to the
pilotage wharf, which thus invite all vessels
having the draught indicated , or a lesser
draught. The signals on the tower should
 38 HANDBOOK TO

only be observed to ascertain , by the indica

tion on the smaller mast of the tower, the
depth of water on the bar ; and whenever
this depth approaches to that required for a 1
vessel ready to sail, its draught of water
should be hoisted on that vessel in the manner
already explained, and retained whilst there
is any probability of its being able to proceed
to sea . The red flag on the tower only refers
Rules for
leaving Port. to vessels outside the bar. All vessels at the
bar anchorage about to go outwards should
be ready to sail on the shortest notice, as a
delay of a quarter of an hour, coupled with
the time required to proceed from the bar
anchorage to the bar, may often for weeks
deprive a vessel of the chance of going out ;
for the same reason shipmasters, who wish to
sail, should not leave their vessels at the bar
to proceed to either of the towns, excepting
through urgent necessity.
The best time, for entering the port, may
be just preceding a S.W. wind, or imme
diately after it is over, as the N.E. wind com
mences : for going out, on the eve of the
S.W. wind, or as it is commencing ; generally
General Obser the water is highest at a very early hour in
vation . the morning, and the bar at the same time
more practicable. The desire of the pilots to
assist vessels appears to be proved by the
vast number of vessels which, when crossing
the bar, touch, without receiving further in
jury : the supposition entertained by some
:
 RIO GRANDE DO SUL . 39

that the pilots wilfully lead a vessel out of

the channel to mysterize the bar, seems to
be, to say the least, exceedingly improbable,
though it is very possible that the pilots may
occasionally fail to ascertain the deepest
channel.
From Saõ José do Norte anchorage there
is an easily understood channel to Porto
Alegre, through the Lake Patos, partly de
fined by buoys and partly by beacons, the
principal difficulty is at the southern entrance Porto Alegre
of the lake, where there is аa shallow bank or Channel and
Trade.
bar ; but usually vessels with nine feet
draught may conveniently perform the
voyage. The trade of Porto Alegre is yearly
increasing, and many Brazilian, and some
foreign, vessels, go to that port : as a matter
of course, ary British shipmaster, proceeding
up the lake, would take a pilot.
It is hoped the foregoing observations may
prove useful to British shipmasters, and
others interested in the commerce of Rio Conclusion.
Grande do Sul, and that they may assist,
even though in a very small degree, in pro
moting that commerce.
1

1
APPENDICES.
!
 APPENDIX No. I.
TABLE of Weather and Winds at Rio Grande do Sul, extracted
from rough Notes taken by the Honorable H. Prendergast
Vereker, in 1853 and 1854.
N.B .-- The range of thermometer is reckoned from the average of three
Fahrenheit's thermometers, all placed in the shade, and in rooms but little exposed
to the action of the Sun. The term NE is taken to mean generally all winds from
NNE to EHE, and the term SW all winds from WSW to SSW.

Range of Thermometer
at following hours :
Date . Prevailing Winds. REMARKS.
At At At other
10 10 hours
00OOOTS

A.M.P.M as marked .
Vee
NON

Jan. 1 75 77 NE, strong Clear and fine.

•-V

2 77 77
23
N E, strong Clear and fine.
:::::::

3 78 78
" 2 p.m. 80 N E , strong Fine, a few clouds,
4 79 75 Calm , at night S W Sky overclouded.
5 72 70 SE, fresh Clear and fine.
> 6 69 70 SE >
9 7 74 75 N E, strong
8
们

‫גן‬ 75 71 SW, increasing Much rain at night, with

Pampero.
9) 9 69 68 SE Clear and fine .
10 69 71 Clouds.
SW , latter part calm
:::::
OP

‫כל‬ 73 74 N E, strong
73 75 NE Much rain .
13 74 71 N E, calm, SW
5 Sky overclouded, slight
showers, light Pampero
in evening.
>
14 68 67 SW, slight Clear and fine.
15 67 69 N E , slight
::::::::::::::

93
16 71 74 N , fresh
17 753 814 NW , strong
18 75 71 S , very fresh )
19 69 71 Calm >

‫נל‬ 20 71 70 S Fine and clear

21 71 72 S , SSE
.

> 22 73 75 N E, strong Rising cloud's.

23 76 77 N E, strong Sky overcast .
24 77 74 N E, then E , strong
29 25 77 74 N , then SW strong Pampero.
26 731 75 S W, then S
27 72 69 S W , fresh Fine and clear .
 APPENDIX NO . I.

Range of Thermometer
at following hours :
Date. Prevailing Winds. REMARKS.
At At At other
10 10 hours
A.MP.M. as marked .
你们 % 的 的 88 % a %%% 任 的 仍 仍 弘化 性 88 红 %

Jan. 28 69 74 N
92
29 75 77 N, and NNW
30 77 80 Calm ... Cloudy .
31 79 75 Calm Some rain .
Feb. 1 72 69 7 a.m. 75 SW Clear.
99
2 69 72 2 p.m. 73 N , then W
3 73 78 3p.m. 79 N
78
sila.m. 80
4 82 ENE
2 p.m. 83
99
5 82 81 3p.m. 853 N
‫ور‬ 6 82 82 3p.m. 85 NE ..

7 83 82 2 .
p.m 87 NE
93
8 82 80 3 a.m. 83 SW
9 77 74 S 2 a.m. 80
22 p.m.77 S E, fresh
10 . 75 75 E
11 76 73 S E, then s
2
12 73 73 2 p.m. 74 SW ..
13 73 74 S
:::::::

9
म

99
14 72 74 SE ..
99
15 75 74 2 p.m. 77 E ...

16 74 76 2 p.m.77 NE
17 77 78 2p.m. 803 NE
9 18 791 81 3 p.m. 83 NE
99 19 82 83 2 p.m. 86 E, then NE
1 a.m. 83
20 83 851 NE
的

39 4p.m. 873
midnight86 )
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21 84 78 2 p.m. 85 N, then SW Strong Pampero.

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99
99 22 76 71 2 p.m. 74 SW , strong gale
9) 23 73 70 2 p.m. 72 SW , then s
24 70 70 SE
25 72 72 7 a.m. 70 SE ...
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+2?ដ:

26 71 72 Calm
93 71 73 3 p.m.74 E, then SE
73 74 E, fresh ... ...

March 1 74 74 E
"
75 75 NE
99
75 75 2 p.m.77 NE and E
75 74 N E, then SE Rainy.
75 75 NE, then s Rainy.
75 75 S
99 7 75 75 Changeable Various showers .
99 73 74 Rainy.
92
74 75 S 1

»
10 75 78 3 p.m. 783 S, then NW ...

93 11 78 80 3 p.m. 80 Calm
99 12 78 76 SW ...
99
13 74 76 S, then NW
...

14 77 78 3p.m. 80 NE ...
 APPENDIX NO . I. 45

Range of Thermometer
at following hours :
Date . Prevailing Winds . REMARKS .
At At At other
10 10 hours
A.M.P.M. as marked.

Mar. 15 78 80 3 & 11 p.m. 81 NE ...

如 仍 份 83322BWSR 仍 仿-T7777777777777
仍 们 的 矿 %%%%%n 仍归 张 红红 仍 仍 仍 仍处处仍处 仍 小 5383

" 16 79 76 SW, strong ... Much rain .

>
17 69 67 3 p.m. 69 SW
18 67 68 S, then E
19 68 69 E, then NNE
20 70 69 NE ...
Rainy.
21 70 71 2 p.m. 71 NE
‫ور‬
22 71 72
Cloudy.
2 p.m. 73 NE
::::::::
23 73 73 2 p.m. 74 SW , slight ...
‫وو‬ 24 71 70 SW, and s ...
>

25 68 70 2 p.m. 71 SW
> 26 71 72 ...
NE, then S W
27 73 73 SE, and ENE
28 72 75 3 a.m. 73 NE
> 29 74 78 NE ...
> 30 71 71 SE
22 31 71 74 E
April 73 72 S Fine.
»
2 73 NE Cloudless sky.
9) 3 71 SW Fine and clear.
>
4 73 75 Variable
5 74 72 Variable
6 71 72 2 p.m. 73
Cloudy sky
>
7 74 75
Variable,
NE
slight
2 p.m. 76
)) 8 73 73 3 p.m. 74 NE A few clouds.
:::

> 9 74 74 NE ... Clear sky.

10 75 76 3 p.m. E Thunder storm from
11 74 74 2 p.m.75 SW , slight...
> SW in evening.
12 67 64 9 a.m. 72 SW , steady, Pampero
> 13 60 62 3 p.m. 62 SW
14 59 62 3 p.m. 63 W
:::

15 60 61 3 p.m. 62 SW
16
to 20 No account taken .
21 67 68 Cloudless sky.
69 69
E,very
N
slight
22 2 p.m. 70 E ...
23 69 71 | 2p.m.71 NE ... Clouds.
112 night, 71)
24 71 67 S , then SW ... Fine clear sky.
25 66 69 SW , and NE
26 71 76 2 p.m. 76 Changeable Clouds.
27 71 67 S
>> ...
Very cloudy .
28 68 65 2 p.m. 67 Calm
29 64 62 SW ... Fine clear weather .
9 30 63 63 S, slight Fine clear weather.
May 1 64 64 S
2 63 63 SW
A comet, direction WSW.
Cloudless.
:::

‫כל‬
::::

::::

3 60 59 SW Fine and clear.

4 58 59 3 p.m. 60 SW
46 APPENDIX NO . I.

Range of Thermometer
at following hours :
Date. Prevailing Winds. REMARKS .
At At At other
10 10 hours
I
A.M.P.M. as marked .

May 5 58 60 SW ... Fine.

6 58 61 2 p.m. 62 Calm

::::::::
۱) 7 60 65 NE No rain.
99 8 67 67 NNE
‫وو‬ 9 67 68 NE ...
10 67 67 N E, slight 99
11 68 68 3 p.m. 69 E
9) »)
12 70 70 3 p.m. 70 E
13 69 70 11 a.m. 72 )
3 p.m.70 S Changeable Cloudy.
> 14 713 71 midnight, 71 Changeable
15 71 71 2 p.m.72 NE, and NNE ::::::::::::::::
16 71 70 E , stiff breeze
>> Rainy.
> 17 70 69 2 p.m.70 NW Much rain.
18 66 69 2 p.m. 65 SW Clear weather .
19 62 63 SW
20 64 65 S, and SE >
21 67 66 NE
22 68 67 NE No rain .
23 67 67 N
68 66
24
25 67 66
NE
Calm
A slight shower.
>
26 65 67 2 p.m. 68 N
27 67 68 N Fine.
>
28 67 681 N
29 62 62 2 p.m. 62 SW Thunder at night .
97 30 58 60 SW Fine clear weather.
99 31 591 59 7 a.m. 574 SW
June 1 57 59 NW , then N No rain,
>> 2 60 61 Calm
3 61 62 2 p.m. 62 SW
4 61 6+ W , NW , N Fine weather.
64 66 NE ...
...

‫وو‬
5
‫כל‬ 6 65 69 Calm Heavy atmosphere.
7 68 71 2 p.m.72 N, slight
>
8 681 69 Variable No rain .
9 69 69 Variable
9
10 69 70 NE 9
11 68 67 2 p.m. 66 SW ...
9
12 66 64 S
13 66 64 SW , fresh
14 60 59 SW ... Fine .
97
15 60 62 7 a.m. 50 N
99
16 62 64 9 a.m. 61 NE No rain , but clouds.
17 63 65 NE Rainy.
:::::::

29

18 64 63 E
19 63 62 2 p.m.62 N
:::::

20 61 58 2 p.m. 603 SW Morning wet,evening fine

21 52 541 2 p.m. 53 SW Fine .
22 54 58 2 p.m. 58 NE
 APPENDIX NO . I. 47

Rangeof Thermometer
at following hours :
Date. Prevailing Winds. REMARKS.
At At At other
10 10 hours
A.M.P.M.
as marked.

June 23 58 58 NE ... Fine.

‫در‬ 24 59 58 NE Cloudy.

::::
25 59 60
> N E , slight Foggy.
26 61 63 NE ...
3) Foggy morning, evening
fine.
27 63 63 NE Rain tillmidday,& cloudy
63 64
28 2 p.m. 64 NE Cloudy.
:::::::::
"
29 63 64 N E , brisk Fine weather.
99
30 65 68 NE , gale
July 1 68 70 N
2 66 65 S Clouds, but no rain .
3 64 61 SE Heavy rain .
‫وو‬
4 61 60 NE Clear weather.
5 61 63 NE ...
6 62 63 N, then calm Rain in afternoon.
7 62 62 SW ... Clear weather.
8 63 61 SW
9 61 65 NW No rain.
10 61 56 SW , gale from 2 p.m.
>
11 52 545 2 p.m. 55 W
12 52 53 3 p.m. 54 SW
13 52 54 SW, slight,then calm No rain .
9 14 54 58 Calm
99 15 59 60 NE ...
‫ور‬ 16 60 63 NE ...
17 62 61 Variable Rainy.
9 18 61 61 NE ... Sky overcast.
‫وو‬ 19 62 61 NE
9 20 63 64 NE
21 63 63 NE
22 63 61 SW , slight. Thick misty weather.
23 61 62 SW
99 24 63 64 NE , and s 99

25 64 664 NE Clearer, but cloudy.

:::

"
26 65 58 2p.m. 59 SW ... Atla.m. violent thunder
storm.
...

27 57 55 SW , fresh Fine weather,

28 54 57 NE ...
> 29 58 60 NE & S, both slight
3)
30 60 60 S, slight Cloudy sky.
31 58 58 S, slight
Aug. 1 59 60 NE ... Passing clouds.
2 61 61 Calm Heavy clouds and rain.
‫כל‬ 3 62 63 NE, then SW Rain till Pampero.
99 4 58 56 SW, violent gale Cloudy sky .
5 54 55 SW Some rain .
6 51 47 10 a.m. 44 SW Therm.exposed to wind ,42
:::::
:::::

99
7 44 47 10 a.m. 42 SW 9 40
8 46 47 2 p.m. 48 SW
!!!

47 51 Clear weather.
48 APPENDIX NO , I.

Range of Thermometer
at following hours :
Date . Prevailing Winds. REMARKS .
At At At other
10 10 hours
A.M.P.M. as marked .

Aug. 10 52 5411 SE ... Thick fog, but no rain .

11 583 56 Calm No rain .

::::::
9)
12 57 56 Variable 99 Cloudy.
13 58 57 Variable Fine.
14 56 60 E , stiff breeze Cloudy.
15 60 59 NE ... Thunder and rain at night
16 58 58 N No rain .
17 59 58 Calm
18 58 60 NE ... A fog in evening.

: : : : ! ::::::
19 58 59 Variable Foggy.
20 60 62 Calm Clouds, but no rain .
3) 21 60 60 NE ... Much rain .
22 60 59 E, brisk Rain .
YO

22 23 59 59 E .

>> 24 59 58 E, slight Heavy sky.

25 58 58 Calm
..

26 55 54 SW Clear.
27 55 554 Calm
28 57 58 Calm , then
NE ...
Passing clouds in eveng.
>> 29 59 61 No rain .
99 30 61 64 NE . Cloudy
22 31 63 65 Changeable
Sept. 1 63 64 Changeable
9 2 63 63 NE ... >>

‫ور‬ 3 63 62 Variable Foggy, then rainy.

4 62 62 Variable >
5 59 59 Variable No rain .
6 60 64 N, and NE Sky overcharged .
7 63 63 S Rainy.
8 60 59 p.m. 58 Variable Cloudy.
‫رو‬ 58 56 2 p.m. 57 S
10
11
58 57 N E, strong Rainy.
57 57 NE, strong
97
12 58 58 Variable Showers,
‫وز‬ 13 59 60 SE, then calm Clear sky.
14 61 60 NE, slight >>

15 61 61 E
16 62 64 NE Clear weather.
17 64 66 NE ... >>

)
18 623 60 S Sky overcast with clouds.
19 60 61 NE
::::::::::

> »
20 60 60 4 p.m. 60 S "
22 21 62 64 NE >>
22 64 67 NE ... 9
> 23 65 65 Calm Heavy rain .
24 64 64 S >
...

25 64 64 SW Fine clear weather .

26 64 644 NE )
27 64 65 N , then SW Weather stormy.
SW ...
.

> 28 63 63 Heavy rain .

 APPENDIX NO . I. 49

Range of Thermometer
at following hours :
Date . Prevailing Winds. REMARKS.
At At At other
10 10 hours
A.M.P.M. as marked .

63 64 SW , slight, and calm Clear sky.

Sept. 29 65 64
30 NE ...
Oct. 1 66 68 NE ...
3)
2 69 69 S
9
3 68
69
68
69
Calm
Calm
Cloudy, much electricity
No rain .
4
5 70 67 S Cloudy.
6 67 66 S Heavy passing clouds.
7 65 61 NE Much rain .
8 63 62 E Rainy.
9 63 64 E Sky overcast.
10 64 66 NE , slight Cloudy.
9
11 65 65 3 p.m. 67 S , slight Passing clouds .
12 65 64 E, slight Clear sky .
13 66 67 NE ...
14 67 69 NE .. Eveningclondy .
15 68 69 N E, then E Heavy clouds.
16 68 68 E , strong gale .
»
17 68 68 E Rainy.
99
18 65 6+ SE,strong Showers,
63 62 SW ... Cloudy.
99 19 3 p.m. 63
20 61 61 6 p.m. 62 S
9
21 61 62 NE Fine clear weather.
‫وز‬
22 63 64 Calm
»
23 65 67 Calm
‫رد‬
67 63 SW ... Rain in morning.
24 7 p.m. 66
>
25 613 63 S. Fine clear weather .
26 64 67 ... Calm ...
Slight fog .
27 >
67 67 N E, slight . Fine weather.
28 67 68 NE, strong breeze ...
‫در‬
29 70 72
3 p.m. 73 Variable Fine but cloudy.
9) 30 73 70 2 p.m. 74 SE, then E, strong Changeable.
79 31 69 67 E, strong ...
Cloudy.
Nov. 1 66 68 NE Heavy clouds and rain .
9
2 67 70 NE ... Cloudy.
3 70 69 SW Fine clear sky .
9)
4 68 69 NE ...
5 69 73
3 p.m. 72 NE Passing clouds.
)) 6 74 | 754 3 p.m.77 SE
7 75 74 NE Thunder storm in aftern .
‫ور‬
8 73 72 NE Cloudy and showery.
9 69 68 Calm , then NE
95
10 68 70 NNE
11 71 71 N E, then SW Thunder storm , then
99

Pampero.
SA

12 68 70 SW . Fine and clear.

13 70 73 S 9
::::

99
015

14 72 77 WSW No rain .
:६:

99
ao

15 75 75 2 p.m. 77 NE ... 29
+0

16 | 75 75 NE , then SW Thunder storm , then

E Pampero .
50 APPENDIX NO . I.

Range of Thermometer
at following hours :
Date. Prevailing Winds. REMARKS.
At At At other
10 10 hours
A.M.P.M. as marked .

74 74
水 仍 红 %%%%%% 们 仍 得 们 仍 绍
水 仍 仍% 们% 往 份 的 仍们 仍 们 仍 仍 們仍們

Nov. 17 N ...
Cloudy.
18 72 78 SE

.
> »
19 73 71 E Rainy.
20 70 70 SW
21 71 70 SW Fine weather.
22 70 72 E
23 74 74 Calm >>

> 24 75 76 NE ...
9 25 75 74 N E, increasing »

‫ور‬ 26 75 76 N E , strong
27 77 78 2 p.m. 79 Variable Rain at noon .
28 78 77 2 p.m. 79 E, steady No rain.
29 77 743 E, then s ... Cloudy.
30 75 79 NE ... No rain .
Dec. 1 76 77 N
79 78 NE >
3 78 77 NE
4 77 76 E, then S, strong ... Violent thunder-storm
and hail.
5 678 2 p.m. 684 SW, then calm
的 協 任 化 仍 仍处 % 的 仍 仍 仍 們 仍 仍 们 如 仍 仍 仍 们 2 %

3)
6 68 71 NE , strong
红的

7 74 75 NE ... Clouds round horizon .

::::::

8 74 72 S Fine clear sky.

9 72 71 S and SE
红 仍 仍 仍 任 % 竹 竹 們 仍 红红 仍 仍 仍 nd

10 72 73 NE ... 99

11 74 75 Calm Sky overcast.

12 76 75 SE ... Few clouds.
‫بلرم‬
‫اللرطبيرر‬

13 75 NE Fine,
14 75 76 NE ...
15 76 77 N 99

16 78 77 NE, then SE No rain .

17 79 79 2 p.m. 801 S
>> 18 75 78 2 p.m. 74 Variable ... No rain .
19 72 71 2 p.m. 73 Calm , Cloudy.
20 71 71 NE Rainy,
21 70 73 N E, then calm Showers.
22 73 73 S Fine clear sky.
> 23 73 754 SE
24 71 SW 99
25 71 E, and calm
26 72 77 2 p.m. 77 NE
27 | 78 711 SW, violent gusts... Clouds heavy in S Wand
NE
‫وز‬ 28 69 70 SW, steady gale Fine clear weather.
70 69 NE ... Passing clouds.
% 88

9) 29
::::

30 75 74 N Clouds, but no rain .

:::

2
9) 31 75 75 Calm 23 >>
 APPENDIX No. II .

SIGNALS to be hoisted as directed to indicate the depth of

Water on the Bar of Rio Grande do Sul and the actual
draught of Vessels .
N.B.- The Brazilian Palms designated, and also the exact equivalents in
English feet and inches, are placed inimediately UNDER each Signal.

7 Palms 8 Palms I Palms

5 feet 14 inches 5 feet 10 inches 6 fut 694 inches

10 Palms 10 % Palms 11 Palms

7 feet 372 inches 7 feet 7 % inches 8 feetO4 inches
Harrison & Sons Martin's te
52 APPENDIX NO.TE.

112 Palms 12 Palms - 12 '2 P'alns

8 feet 4 % inches 8 feet 9 inches 9 feet 1 % inches

13 Palms 13 % Palms 14 Palms -

9 feet 594 inches. 9 feet 10 % inches 10 feet 22 inches

1412 Palms 15 Palms 15 12 Palms -

10 feel 6% inches 10 feet 11'4 inches Mleet 35 inches
 53
APPENDIX NO . II.

16 Palms 16 172 Palms = 17 Pulms

ned 8 inches 12 feet 036 inches 12 feat 454 inches

1772 Palms 18 Palms 1872 Palms

112 feet 9 % inches 13 fedt 12 inches 13 feet 5 % inches

19 Palms -
192 Palms 20 Palms
13 fut 10 % inches 14 feet 25 inches 14 let 7 inches
in

t
(

fi

th
s!
s}
fc
h
 APPENDIX No. III .

(TRANSLATION .)

REGULATION FOR THE PILOTAGE OF THE BAR OF

THE PROVINCE OF SAÕ PEDRO OF RIO
GRANDE DO SUL.

CHAPTER I.

Of the Individuals composing the Pilotage.

ARTICLE I.-The Pilotage of the Bar of the Province of
Saõ Pedro of Rio Grande do Sul is charged with aiding and
directing the entry and exit of Brazilian and Foreign Merchant
Vessels or Ships of War, and with affording succor to those
which may be in danger near the same Bar.
The administration and direction of the Pilotage will, under
the inspection of the Captain of the Port, be entrusted to an
Officer of the Brazilian Navy.
ART. 2. - For the service of Pilotage there shall be three
first-class Pilots, three second - class, and four apprentice Pilots
or third - class Pilots.
The first- class Pilots shall be nominated by the President of
the Province from those of the second -class who may have
shown the greatest aptitude and zeal for the service, and who
shall have been in the execution of their duties in this class
for at least two years. Similarly, the second -class Pilots shall
be nominated by the Presideut of the Province from those of
E 2
 56 APPENDIX NO . IIT.

the third -class Pilots who have been for at least six years in
maritime service, including three as third -class Pilots, Masters,
or Seameu attached to the Pilotage, they being previously
examined and approved in the presence of the Captain of the
Port, not only in reference to the method of pilotage outside
and inside of the Bar, to the currents, tides, and prevailing
winds, but also in regard to the working and management of
the vessel in all the varied circumstances of the Bar and
adjoining coasts.
The third -class Pilots should be Brazilian denizens, above
twenty -one years of age, and for at least four years in maritime
service. They shall be admitted upon the simple nomination
of the Captain of the Port, after previous examination and
approbation in what relates to the sand -banks and channels of
the Bar and its neighbourhood, to tides and currents, and to
the principal ideas of navigation, and working and mooring
vessels ; a preference being given, under like circumstances, to
those who could serve or had served as Masters or Seamen of
the Pilot-Boats, or on board of Merchant Vessels engaged in the
commerce of the Province, or who may know either the Eng
lish, French, or German languages. In default of third -class
Pilots the Masters or Seamen of Pilot - Boats will be allowed ,
under the same conditions, to compete for the employment of
second - class Pilots.
In the examination of Candidates for the place of second or
third - class Pilot the provisions of the Regulation of 28th of
February, 1854, for the Pilotage of the Province of Pernam
buco shall, as far as applicable, be observed .
Art . 3.- The first and second -class Pilots shall not be dis 1
missed, excepting by the President of the Province after a
detailed statement from the Officer controlling the Pilotage,
addressed through means of the Captain of the Port, who will
inform by his report.
ART . 4.-For the crews and service of the Pilot-Boats there
shall be four Masters, thirty first - class and six second - class
Seamen, all engaged by the Controller of the Pilotage ; a note
 APPENDIX NO. III. 57

of them being taken in the Captaincy of the Port, with expla

nations of their features, signs, and parentage.
Art. 5. — There shall be besides the following Employés :
1st. A Secretary, for all the writing relative to the service
and accounts of the Pilotage.
2nd . Two Light-house Guards, for the service and preser
vation of the Light-house at the Bar.
3rd. Two Watchmen for the Watch tower or Signal tower.
4th. A Carpenter, for the small works and repairs of the
Pilot-Boats and Tow Steamers, and also for the
buildings of the establishment.
Art . 6. – The Secretary shall be appointed by the President
of the Province, upon the recommendation of the Captain of
the Port ; the Light-house Guards, Watchmen, and Carpenter
shall be admitted or engaged by the said Captain of the Port,
upon the proposal of the Controller of the Pilotage, who shall
also control the Light-house.
In the event of the Secretary being unable to act, one of the
second or third -class Pilots, nominated by the Controller of
the Pilotage, with the approval of the Captain of the Port,
will temporarily perform the duties of the place.

CHAPTER II .

Of the Materials required.

ART. 7.—The materials for the use of the Pilotage, besides
the Steamers destined for towing, shall be as follows :
1st. Three copper -fastened Pilot-Boats, each with two
sails, twelve oars, a kedge anchor with chain cable,
another with hawser, a compass, a table of signals
of depth of water in palms ( Appendix, No. II ),
a sounding rod, a lead for sounding, and eight
buckets.
2nd. A copper- fastened Long-Boat, constructed especially
58 APPENDIX NO. III.

to resist a breaking sea, and capable of being used

for mooring and raising an anchor of twelve quin
tals weight, ( 1,554 lbs. British ) ; with twelve oars,
two sails, and a small anchor and chain.
3rd, A Life- Boat of modern construction, to aid ship
wrecked persons ; with sufficient room to receive
twenty -four or thirty persons (besides its crew ),
with appropriate appurtenances ; and also six
circular Life-buoys.
!

4th. A Whale- Boat, or good Ship’s-Boat, for eight to ten

oars, suited to resist the currents, and on occasions
of calm, to proceed to the bank in the place of the
Pilot -Boats.
5th. A small Boat for the registration of vessels, and re
maining service inside the Port.
6th. Four Anchors, each weighing from six to ten quintals
(777 lbs. to 1,295 lbs., British ), and the four chain
cables to correspond.
7th. Two good spy glasses, and a set of signals of bunting,
for the watch tower, including three or four blue
balls (balloons).
8th. Two small anchors, two tow ropes, six masts, six
sails, six yards, and forty oars, as extras.

CHAPTER III.*

Of the Income and Expenditure of the Pilotage.

ART. 8. — The tax which is established under the name of
“ Tonnage ” is raised to seven hundred and eighty reis per ton,
(the entry and exit of each vessel being therein comprehended ),
the Pilotage being obliged to tow vessels when necessary with
* The articles in reference to tonnage dues nd towage een modified by a
contract, to commence 18th March , 1860. See Appendix No. VIII.
 APPENDIX NO . III. 59

out any further remuneration . In towage a preference shall

be given for entering to the vessels of deeper draught of water,
and for going out to those which have been for the longest
time at anchor in the Mangueira anchorage, attention being
always paid to the number of palms of water which there may
be on the Bar, and to the state of the sea.
ART. 9.-The payment or indemnification for any extraor
dinary service, and for assistance rendered by the Pilotage to
vessels in danger, shall be valued by the Controller of the
Pilotage, in accordance with the importance and quality of
such assistance, and with the damage or losses which on the
occasion the materials employed ,may have suffered ; the
valuation being subject to the approval of the Captain of the
Port, who shall have the power, when there are reclamations
on the part of those interested, to modify it according to justice.
Art. 10. — These payments, and those of the Tonnage Dues,
shall be effected in the Custom House of the city of Rio
Grande, in that of Sað José do Norte, or in that of Porto
Alegré, according to the anchorage to which the vessel may be
destined, and in view of the accounts which the Pilotage
shall transmit to the respective Custom Houses, through the
Captaincy of the Port. When, however, the assistance of
which the previous Article treats has been afforded on the
occasion of the vessel's going out, the Controller of the Pilotage
shall levy its amount, and transmit it to the competent Custom
House. In the aforesaid Custom House there shall be given to
the parties a docket, or regular acknowledgment, of the sums
which they may thus pay in, not only in virtue of the Tonnage
Dues, but also for the indemnification of the succours, or
extraordinary assistance, rendered by the Pilotage. — It being
essential that this acknowledgment should be presented with
the other clearance papers of the vessel on the occasion of its
going out.
ART. 11. - When it should happen that any vessel which has
entered the port in safety does not again go out-or that,
having been newly constructed or fitted, it should have to go
60 APPENDIX NO . III.

outside the Bar for the first time it will be subject to the
payment only of one-half of Tonnage Dues, or three hundred
and sixty reis per ton .
Art. 12. — There shall be in the department of the Pilotage,
besides the Register Books of Correspondence and Accounts,
six books, to be opened, closed, and signed by the Captain of
the Port ; that is to say, two, to note the vessels entering and
going out, with a declaration of the names of the Captain or
Master, and of the Owner, or Consignee, the number of tons
according to their respective measurement, the place whence
coming, &c.; one, for an entry of all the persons attached to
the Pilotage ; one, in which should be noted the materials and
other objects belonging, or furnished , to the said Pilotage ;
one, for the entry or discharge of all the materials spent or
regularly consumed in the service ; and finally, one, for the
registration therein of the circumstances of the loss or getting
aground of any vessel, and of other extraordinary occur
rences.

Art. 13.—The expenses which may be incurred with the

persons attached to the Pilotage, and materials, and with the
tow steamers, will be paid by the competent Department, on
view of the accounts authorized by the Captaincy of the Port,
and in a manner analogous to that established in reference to
vessels of war.
Art . 14.– One of the first or second -class Pilots, chosen
every two years by the Controlling Officer on his responsibility,
will have the charge of all the materials belonging to the
establishment ; provided that no Pilot should a second time
undertake this charge without having been for two years at
least effectively in the regular service of the Pilotage : when
ever he should be succeeded by another he shall present his
accounts to the Captaincy of the Port.
Art. 15.—The Pilot in charge of the materials will, jointly
with the respective Secretary, sign in the suitable books all
entries of charge and discharge of materials, and these shall
also receive the signature of the Controlling Officer.
 APPENDIX NO. 1II. 61

Art. 16. — Every expense, or employment of goods, incurred

by the Pilotage department shall be, as a condition precedent,
by order in writing of the Controlling Officer ; the which shall
be entered in the suitable book, with a declaration of the
object to which applicable.
Art. 17. — The discharge of objects or goods which may be
lost in the service, or damaged in the storehouses, can only be
done by the authorization of the President of the Province, in
view of a detailed communication from the Controlling Officer,
addressed through the Captaincy of the Port, or by official
declaration of their consumption, signed by the Controlling
Officer, the Secretary, and the person in charge of the mate
rials.
ART. 18. — Such declarations of consumption shall not be
made unless after the objects or goods damaged, or in bad con
dition, have been examined , with the assistance of the Captain
of the Port, and immediately afterwards they shall be
destroyed ; or, if they should still possess any value, be
ordered to be sold by public auction, and the amount which
may be obtained for them paid into the Custom House at Rio
Grande.
ART. 19.– In January and June of each year the Controller
of the Pilotage will transmit to the Captaincy of the Port a
balance, showing all the materials and goods existing, with
a declaration of the condition of each article. The Captain
of the Port will cause the said balance to be compared with
the entries in the books of charge and discharge, in order to
the taking of the accounts, in fitting time, from the Pilot in
charge, who will be responsible, or in his place the Controlling
Officer, for the deficiencies which perchance may be discovered .
The Captain of the Port, through the Presidency, will commu
nicate what may occur in this respect to the Secretary of State
for Naval Affairs, transmitting, besides, every six months to
the same Secretary, a balance of the expense incurred each six
months with the persons attached to the Pilotage, and with
materials, including the expenses of the tow boats.
62 APPENDIX NO . III .

CHAPTER IV.

Of the Salaries of the Officer in charge of the Pilotage and of the

other Employés.
ART. 20.- The Officer controlling the Pilotage will have
monthly the gratuity which he now receives of one hundred
and eighty milreis, besides the simple pay of his official rank.
ART. 21.—The other Employés of the Pilotage will receive
monthly the following pay :
1st. The Secretary, eighty milreis.
2nd. Each first-class Pilot, one hundred and thirty milreis.
3rd. Each second -class Pilot, ninety milreis.
4th . Each third-class Pilot, sixty milreis.
5th. The Carpenter, sixty milreis.
6th. Each Light-house Guard, fifty -five milreis.
7th. Each Watchman, fifty milreis.
8th. Each Master of a Pilot-Boat or other Boat, sixty
milreis.
9th . Each first-class Seaman, forty -five milreis.
10th. Each second -class Seaman, thirty -five milreis.

CHAPTER V.*

Of the Tow Steamers.

ART. 22.—The Steamers which the Government may destine
to the special service of towing at Rio Grande Bar shall be
commanded by Officers of the Navy, junior to or of lesser rank
than the Officer controlling the Pilotage, whom they will obey
in all referring to the employment and service of the said
steamers.
The senior or higher in rank of the Commanders will take
the place of the Controller of the Pilotage when he may be
prevented from acting.
* See Appendix No. VIII.
 APPENDIX NO . III . 63

ART. 23.—They will tow those vessels which, according to

the circumstances of the Bar, may not be able to go out or
come in under sail, up to and even beyond the bank, for such
distance as may be convenient, in accordance with the provi
sions of the last part of the 8th Article of this Regulation, and
they will afford the succour which may be necessary to vessels
in danger.
ART . 24.-In each Steamer there shall be a Secretary and a
person in charge, an Officer over seamen, one or two engineers,
four fire -men, two coal trimmers, a cook, four first-class and
two second -class seamen, and two servants.
Art. 25.— The Tow Steamers shall never go outside the Bar
without having on board a Pilot from the Pilotage Depart
ment, which shall also furnish the seamen which occasionally
may be required for any extraordinary service.
Art. 26. — The respective Commanders, subject to the finan
cial superintendence and inspection of the Captain of the Port,
have charge of the discipline, police, and economical manage
ment of these vessels, in conformity with the rules of the pro
visional Regulation .
Art. 27. – The receipts, expenditure, and writing of the said
Steamers shall be regulated in the form prescribed for Vessels
of the Navy.
Art. 28.—The applications for goods, and the reports of
payment of crews, shall be presented to the Captain of the
Port, and be duly forwarded .
ART. 29.— The earnings and rations of all the men of the
Tow Steamers shall be discounted according to the tables in
force for Vessels of War.
ART. 30.–On board of each Steamer there shall be a special
book in which shall be entered, day by day, the names and
tonnage of the vessels which it has towed ; and not only this
book, but the others for the writing connected with the said
Steamer, shall be signed by the Captain of the Port.
64 APPENDIX NO . III .

CHAPTER VI.

Of the Discipline and Service of the Pilotage.

Art. 31.—The Employés of the Pilotage during the time
they remain in that service are considered as belonging to the
War Marine, and, as such, subject to the regulations and dis
cipline of the Navy.
ART. 32.—The Captain of the Port is the principal person
responsible for the execution of this Regulation, and, as such,
he will, whenever it may be convenient, examine if the Con
trolling Officer and other Employés of the Pilotage comply
exactly with their duties, promoting proceedings in the form of
the Articles of War, 'with reference to the faults or omissions
which he may meet with, or informing the President of the
Province when the measures which the case may require
should not be within his attributions.
Art. 33.— The Officer controlling the Pilotage has the im
perative duty of watching that its Employés are zealous and
active in the performance of their duties, and he will have the
power to punish, for the purpose of correction, with imprison
ment not exceeding eight days, or suspension from their em
ployment not exceeding fifteen days, those who may fail to
comply with their duties ; and in the event of faults of a more
serious description, he will immediately inform the Captain
of the Port, that he may order them to be rendered respon
sible .
Art. 34. — The said Controller of the Pilotage will, in the
event of there not being at the Bar a Ship of War for the
purpose of the Police of the Anchorage, have the charge of
visiting and registering the vessels which may enter or leave ;
and he will communicate weekly to the Captain of the Port
the vessels which entered or left, with a declaration of the
tonnage of each vessel, and the port whence it came; and also
all circumstances referring to the state of the Bar.
ART. 35.-To the aforesaid Controller it belongs to regulate
 APPENDIX NO . III . 65

the details of the service of the Pilots and other Employés, as

may be most suitable ; so that, in the event of the Bar being
practicable, the entry or exit of the vessels which should
require to pass the same should never be delayed , for want of
due precautionary measures. Should the weather permit of it,
a Pilot -Boat shall be stationed at the entry of the bank from
dawn until sun - set.
ART. 36.—The calling signal for vessels to enter shall be
made, as hitherto, by means of a scarlet flag hoisted on the
large mast of the Watch Tower ; there being, however, simul
taneously hoisted on the smaller mast of the said Watch
Tower the signal of the depth of water, in palms, of the channel
at the Bar upon the occasion, (making the necessary discount
for the plunging of the vessel); the calling signal having
reference exclusively to those vessels whose draught of water
should be equal to or less than that indicated on the smaller
mast of the Watch Tower, and by the Pilot-Boat which may
be on the bank, in conformity with the rules for signals long
since adopted, appearing from the Table annexed to this Regu
lation. ( See Appendix, No. II.)
ART. 37. — The signals of the palms of water for vessels
about to go out shall be made on the side of the anchorage,
on a mast, near the Pilotage Wharf, independently from any
other signal from the Watch Tower.
Art. 38.—The Pilotage shall correspond with the vessels
which may be outside of the Bar, by means of the system of
signals appearing in the Table, ( See Appendix ,No.IV); afford
ing them the aid and advice which they may need for their
security, whilst the state of the Bar should not allow of their
proceeding thereto.
Art. 39. - A second or third -class Pilot shall be ordered,
ex officio, " on board those vessels which go outwithout being
towed, and the same shall be done outside of the Bar, when
the Captain or Master 80 requests, should the weather and
state of the sea allow of its being done. A Pilot shall also be
given to those vessels which apply for him , from the Man
 1
66 APPENDIX NO . III.

gueira Anchorage to that of Sao José do Norte, or only to

the channel buoy.
ART, 40.—The service of the Pilot in these two last cases
shall be separately paid in the following manner. The vessels
about to enter which should require a Pilot outside the Bar,
will pay the Pilots sixteen milreis, besides a daily payment of
two milreis if they should remain on board more than twenty
four hours. Those who request a Pilot from the anchorage at
the Bar, or Mangueira, to that of Sað José do Norte, ought
to pay twelve milreis, and requiring him until they cast anchor
near the buoy they shall pay ten milreis.
Art. 41. — These payments shall be made in the Custom
House in which the vessel may require to be despatched, in
the same manner as the payment of which the 10th Article of
the present Regulation treats, excepting the daily payments
due to Pilots, which shall be paid in the Pilotage Department.
ART. 42. — The Pilots before coming alongside of any vessel
outside the Bar should enquire if it carries or not a clean Bill
of Health ; should the answer be in the affirmative, they will
immediately go on board the vessel, and after being informed
by the Captain or Master of its true draught of water, they
will order the corresponding signals to be hoisted, if it should
not have been already done, managing and working the vessel
in aa suitable manner ; if, however, the answer should be in
the negative, they shall not go alongside, but from the outside
they will demand the necessary information, in order to guide
the vessel correctly in the entrance ; or they will follow the
superior instructions which perchance there may be in the
Pilotage, with regard to vessels proceeding from places in
which any epidemic disease may be prevalent.
ART. 43.—The Pilots, who go on board vessels in order to
give them the required direction, will limit themselves to the
performance of their duties, and will not consent that the
Captains or Masters should interfere in the service properly
belonging to the Pilotage, treating them however always with
delicacy of manner ; they being prohibited under penalty of
 APPENDIX NO. III. 67

the loss of their employment to solicit from the Captains or

Masters any gratuity, directly or indirectly, or even to accept
any present spontaneously offered, unless with the previous
consent of the Controller of the Pilotage.

CHAPTER VII.

Of the Obligations imposed on Captains or Masters of Vessels,

and of the Penalties to which they are subject for infractions.
ART. 44.—The Captain or Master of every vessel demand
ing the Bar of Rio Grande do Sul should hoist on the fore -mast
the signal corresponding to the draught of water of his vessel,
according to the Table ( See Appendix, No. II), and should
conform with that which is regulated in the observations
attached to the same table ( See page 24). When he may re
quire to communicate with the Pilotage Department he will
make the signals recommended in the observations attached
to the Table ( See Appendix , No. IV), and he will take every care
to follow the instructions which the Pilotage may give him,
conformably to what is combined according to the same Table.
( See Appendix No. IV).
ART. 45.-In every case, as soon as the Pilot should mount
the quarter-deck ladder of the vessel which he has to guide,
the Captain or Master thereof shall be obliged to declare to
him solemnly the number of palms in Portuguese measure of
which the draught of the said vessel consists.
ART. 46. — Every Captain or Master should comply with any
requisitions of the Pilot tending to the proper guidance and
security of the vessel, and he should also have the kedge
anchor, tow rope, anchors,'and cables, unincumbered and ready
for use .
ART. 47. — No Captain or Shipmaster will be allowed to ill
treat the Pilots, or to fail in attending to their directions, and
68 APPENDIX NO . III .

when ic should happen that these misconduct themselves on

board, the Captain or Master ought, immediately after casting
anchor, to address a detailed complaint to the Captain of the
Port, in order that he may proceed as may be convenient.
Art. 48. — If, from bad weather supervening, or from any
other cause, any vessel going out should carry away the Pilot,
the Owner shall be liable, at his cost, to cause him to return
on the first opportunity which should offer, or to pay all the
expenses incurred by the Pilot for transport to the Pilotage
establishment, and besides a daily payment of two milreis for
the whole period of his absence.
Art. 49. - Every Captain or Shipmaster who, on approach
ing the Bar, should not hoist the signal of palms of water, and
hewho, by means of signals, or by verbal information, should
attribute to his vessel aa different draught of water from that
which it really draws, shall be fined in the amount of one
hundred milreis if the difference should be less, and in that of
fifty milreis if greater than the reality.
ART. 50. — Should any of the Pilots in service distrust
the signals of palms of water which any vessel may have
hoisted, believing them not to be exact, he should inform the
Controller of the Pilotage, who will order an examination of
the truth on board the same vessel ; and it being found that
in effect there was deceit, proceedings shall be taken in con
formity with the provisions of the previous article.
Art. 51.–The Captain or Shipmaster who in going out or
coming in should sail to the Bar without signal from the
Pilotage ; or when requiring in effect more depth of water
than the draught corresponding to the signals made by the
Pilotage, he shall be fined two hundred milreis, unless he
should prove in justification , in the Captaincy of the Port,
that he was obliged to do so by force of circumstances beyond
his control : the vessel, in default of the Captain, remaining
subject to the payment of the fine, in the event of the hull
being saved .
 APPENDIX NO . III . 69

CHAPTER VIII.
General Regulations.
ART. 52.-It belongs to the Captain of the Port to decide in
a summary manner, conformably to the appropriate Regula
tion, the questions which may arise in the Pilotage of the Bar,
either between the Captains or Shipmasters, the Controlling
Officer, and the Pilots, or against any of these, with regard to
their negligence , incapacity, carelessness , or other cause, which
may weaken the regular march of the service. The said Cap
tain of the Port ought to proceed with diligence in the neces
sary investigations, to decide with justice, or bring the affair
if necessary to the knowledge of the President of the Province .
Art. 53.—The registrations last mentioned in the 12th
Article ought to be signed not only by the Controller, the
Secretary of the Pilotage, and the Pilots in service, but also
by the Captains or Masters* respectively, when they may be
acquainted with the Portuguese language, or there may be an
interpreter for the language which they speak ; and authentic
copies shall be transmitted to the Captaincy of the Port.
Art . 54.—The Employés of the Pilotage shall be exempted
from the service of the National Guard, and from any other
public service which may require absence for more than
twenty -four hours from the Bar.
ART. 55.—The Pilots of all classes shall wear a blue cloth
cap, blue or white trousers, and a coat or uniform dress similar
to those of Officers of the Navy, having a sounding lead on
each side of the collar, with the difference that the first and
second-class Pilots will have it embroidered with gold wire,
and those of the third-class with silver wire ; and that the
collar of the coat or uniform dress of the first- class Pilots
should be edged with gold lace of half -an -inch in width.
Art. 56. - All the official correspondence of the Pilotage
Department with the superior Authorities shall take place
* British Shipmasters are advised first to consult their Consul .
F
70 APPENDIX NO . III.

through the medium of the Captaincy of the Port, and the

Controller will not be allowed to address directly the Authori
ties referred to, excepting in cases of emergency ; in which
event he should transmit to the said Captaincy, for its infor
mation, copies of the despatches thus forwarded.
ART. 57.—The Police Authorities of the district to which
the establishment of the Bar Pilotage belongs shall not inter
fere with what refers to the individuals included therein, un
less by means of application to the Captain of the Port, or, in
urgent cases, to the Controlling Officer.
Art. 58.—The system of Signals of the Table (Appendix
No. IV) will only have effect eight months after the publica
tion of the present Regulation.
PALACE OF RIO DE JANEIRO,
16th November, 1857.
( Signed ) JOSÉ ANTONIO SARAIVA ,
 APPENDIX NO. IV.

System of Telegraphic Signals which are made on the yard of

the large mast of the watch tower at the bar of Rio Grande
do Sul, for communication between the pilotage and the
vessels outside the said bar, whether about to enter or not.

N.B. — These Signals shall be acknowledged by each vessel,

by lowering twice following its national or distinguishing flag.

F 2
1
1

1
 73

TELEGRAPHIC SIGNALS .

1.

2. 3.

4. 5.
 74

6. 7

8. 9.

M.
 75

12 . 13

14 . 15 .

16 . 17.
 76

18 . 19

20 . 21.

22. 23
EXPLANATION
 EXPLANATION OF SIGNALS.

No. 1.—Keep with an open roadstead to the bar,

No. 2. — Luff (or work the vessel suitably), as you are to
leeward of the bar.
No. 3. — Try to go to leeward, as you are too much to wind
ward.
No. 4.–Put out more to sea, as you are too near the coast .
No. 5.—Put out more to sea, as you are near the shoals.
No. 6.—Put out more to sea, as wind threatens from the
south-eastward.
No. 7.-Look out ! on this tack you get aground.
No. 8.-Cast anchor to the north of the bar, at a sufficient
distance from the shore.
No. 9.-Cast anchor at the South of the bar, in six to eight
fathoms water.
No. 10 .-- Put on a press of canvas to be enabled to enter.
No. 11.—The calling signal is for those vessels only whose
draught of water is equal to the palms of water indicated by
the watch tower.
No. 12.— It is not possible to enter now, as the state of the
bar does not permit of it.
No. 13. — You can only enter at present under towage.
No. 14.-You cannot enter at present, as the wind is light,
and there is a strong current.
No. 15. — The assistance you request is being prepared.
No. 16.—Approach the bar, as the pilot boat is on the bank
(or the steamer is about to proceed outwards).
No. 17.—Navigate so as to approach the boat which is about
to go out with the succour you have requested.
78 APPENDIX NO . IV .

No. 18. - Let the vessel which requires a pilot navigate

towards the boat which is about to bring him.
No. 19.—Observe attentively the signals of the watch tower
as the pilot boat cannot go to the bank.
No. 20.—As soon as darkness comes on, be guided by the
lights of the pilot boats which are on the bank.
No. 21.—There is not at present a tug steamer at the bar.
No. 22.—The tug steamer cannot go out at present.
No. 23.- Deliver to the steamer (or to the pilot boat) the
mails, correspondence, or notices, which you may bring.
N.B. - All these signals are made with blue balls (balloons)
and blue pennants.

OBSERVATIONS .

WAEN various vessels arrive outside the bar with different

draughts of water, the captains or masters should approach
until they can clearly distinguish the signals of depth of
water hoisted on the watch tower, or on the pilot boat, which
may be on the bank, in order that each may know whether
the calling signal has reference to him or not ; and, in the
event of its not referring to them, they ought immediately to
endeavour to tack about to sea, and go away from the bar, but
with constant attention to the signals which the pilotage may
make to them, according to the present telegraphic system.
The pilot boat already mentioned, which is stationed on the
bank, as well as that which should be at anchor in the inner
bay, will guide the vessels coming in or going out, by means
of a red moveable flag, the which when inclined to the north
or to the south indicates that the vessel ought to navigate to
that side ; and when placed perpendicularly, that it ought to
follow the same pilot boat in a straight line.
 APPENDIX NO . IV. 79

When any vessel should require assistance, the flag of its

nation shall be hoisted half-mast high. If the succour it
requires is of provisions, it will exhibit its distinguishing flag
on the same mast and below its national flag. If it should
require water only, the same distinguishing flag shall be
hoisted on the same mast above its national flag. If it should
require any anchor or cable, the distinguishing flag above
mentioned should be hoisted on the mizen-peak.
When any vessel requires to be towed the flag of its nation
shall be hoisted on the foremast above the signals of draught
of water,
To request a pilot, the signals of the palms of water shall be
hoisted above the flag of its nation.
The vessels which may approach at night the bar of Rio
Grande should exercise every vigilance to discover the light,
which is placed on an iron tower ninety-nine British feet in
height as compared with the ocean level, and which is visible
at the distance of from twenty-two to twenty -five knots
(maritime miles), the light being white, revolving, and eclipsing
every minute .
 APPENDIX No. V.

SOUNDINGS on the Bar of Rio Grande do Sul, and prevailing

Winds, from Returns of Pilotage Department in 1857
and 1859.

N.B. — When no Soundings are mentioned it may be presumed that none were
taken ; either in consequence of there being no Vessels about to enter or depart, or
from the manifest shallowness or roughness of the water on the Bar .

1857. 1859.

Soundings Soundings
Highest
Highest

Date . in palms. in palms.

Lowest
Lowest

Prevailing Winds. Prevailing Winds.

.
.
.

Jan. 1 12 10 13 N , NE
2
3 154 13
i

4 16 ESE 16 SE
1

5 ..
14 S , SE
>
:

7 17 13 E , SE 16 SW
8 14
‫ور‬ 9 17 17 14 NE
10 S , SSE
11 12 ? SSW 16 SW, S, SSE
12 15 E 159 13 NE
13 14 13 S, SSE,WSW 15 } 14 NE
14 16 ESE
::

15 141 ΕΝΕ 17 SSW

16 13 ΝΝΕ
17 154 14 SE
18 SW
19 E, SSW 16 14 SW
20 132 13 NE 18 NW, SE, S
9 21 12 111 NE 18 15 E
22 | 131 12 Variable 15 SW
 APPENDIX NO . V. 81

1857 . 1859 .

Soundings Soundings

est
in palms.
Highest

in palms.
Lowest

Date.

Lowest
High
Prevailing Winds. Prevailing Winds.

.
.

.
Oro
Jan. 23 14 12 N 18 15 E, ENE
24 16 W SW , SW 15 13 SE
25 13 s 16 ENE
APPE
Oo

.
‫ور‬ 26 162 14 NE
27 .. SE
os

28 16 S SE
29 16 15 S , SW E
30 141 . SW, SE SE
31 16 131 E , ESE 163 15 SW, SE
Feb. 1 17 15 SE, S, ESE
2 17 W , WNW 13 ) ESE
シンシュー

16 s 132 N E, ENE
‫ور‬ 4 131 NNE 15 13 NE
..

5 SE, ESE
6 15 12 ESE SSE, SE
.

‫ور‬ 7 132 12 Variable SE

8 14 Variable 16 14 SW , ENE
9 16 147 s 153 S
10 13 S, SW 16 14
‫وو‬
11 13
‫رو‬ 12 13 WSW, S 14 .
13 131 NW 15 141 NE
‫ور‬ 14 14 Variable 163 143
‫وو‬ 15 15 144 S , SSE 17 SSE, Ë
16 17 14
‫وو‬ 17 NE 17 VW , NNW
18 122 11 Variable 17 13 : NE
19 14 SE, SSE 173 14 NE
20 132 E, ESE 151 142 ENE
‫ور‬
21 13 12 E 18 NW , SSE .

‫وو‬ 22 151 E 153 .. NW. W

23 ENE 16 14 ESE, ENE
os
OT

24 151 12 N, NNW 18 16 SSE, SE

R2

25 15 13 NW, WNW 16 14 E, ESE

26 16 14 S 153 13 NW
82 APPENDIX NO . V.

1857 . 1859 .

Soundings Soundings
in palms. in palms.

Highest
Highest
Date .
Lowest

Lowest
Prevailing Winds. Prevailing Winds.

.
.

.
WHOTO

Feb. 27 15 SSE, ESE

2 28 14 SSE 17 | 14 N , NNE, NW
Mar. 1 15. 13 S, SSW , SSE 17 SW, WSW
2 14 12 SSE WSW
3 14 13 E, SE, S SW, SE
4 12 SE 15 SSE
5 17 14 E, ENE
> 6 16 14 NE
7 17 14 E
8 E
14 13 s 152 14 NE
:

10 15 13 SSE, ESE 14 13 NNE

11 .. 15 E
12 161 ENE
13 16 13 NE
14 148 13 W SW ,SW, SSW 17 SE , NE
15 16Ž SW , SE, E
‫وو‬ 16 181 ESE
17 16 14 NE
18 14 NE
19 12 W 16 E
20 14 E, ESE E, ESE
‫وو‬ 21 ESE
22 E
23 13 , NE
24 132 ENE
25 E NW , SE
A.

26 13 WSW 17 14 SW
27 17 SW
28 15 13 S, SSE 141 s
29 154 131 SS E, ESE WSW , S
30 16 14., S, SE 14 : 13, ESE, 'S W
> 31 17 14 W SW , SSW, S > 131 ESE
Apr. 1 15 ESE
2 W 131 ENE
 APPENDIX NO . V. 83

1857 . 1859 .

Soundings Soundings
in palms.

Highest
in palms.
t

Date.

Lowest
Highes

Lowest

‫؛‬ Prevailing Winds. Prevailing Winds.

.
.

.
.

Violent Storms, 143 131 NE

Apr. 3 W, S, SE
4 Do. do. 152 14 SW , SE
5 Do. do. 152
6 Do. do . 16 14 Variable
7 S, SSE
8 E 131 E
9 12 SE NE
10 NNW
‫ رو‬11 12 E SW
12 13 SE 163 W , SSW
.

‫وور‬ 13 12 ESE 153 S

14 ENE
:

‫ ورو‬15 NE
E, ENE
:

‫ ور‬16 NE
, 17 E SE, E
‫وو‬ 18 E Variable
19 E , ENE 15 E, S E, ENE
20 NE 15 E, ENE
21 12 N, NNE, NNW 18 15 NW, WNW
‫وو‬ 22 SS W, SW 17 W NW , WSW
‫ور‬ 23 15 SE
24 W , WSW 16 Variable
‫وو‬ 25 15 13 NE
26 152 NNW
::

27 163 16 Calm 16 14 Variable

28 17 15 SS W , SSE
> 29 15 : 14 SE
30 11 E 152 E
May 1 15 13 16 14 NNE
153 15 SW , W's W
OTOT

3 NE
CO

7 15 14 NE
8 15 14 WSW W
13 W
10 NW, NW NW, WNW
84 APPENDIX NO . V.

1857. 1859.

Soundings Soundings

Highest
in palms. in palms.
Highest

Date.

Lowest
Lowest
Prevailing Winds. Prevailing Winds.

.
.

.
.

May 17 17 15 W 17 N, S
PP

:
18 151 W NW WSW

:
21 14 13
‫ور‬
22 15. 14
24 16 15 NNW 14 13. ENE
‫وو‬ 25 14 , E Thick Fog
27 16 , 13 W 14 N
30 151 W NW S E, NE
9 31 151 WSW
June 1 151 17 W
O-

99 3 12
6 14 . NE 17 Variable
‫وو‬
7 12 N 17 14 W
" 8 14 ENE 17 W, N
oo

13 16 SSE 17 Variable
9 21 12 NNE, NE NE
24 12 N NE, NE 16 NNE
er

‫وو‬ 25 17 NW, SW
26 16 S, SSW
30 15 SE
 APPENDIX No. VI .

ABSTRACT OF REGULATION OF THE PORTS OF

BRAZIL.

TITLE I.-ONLY CHAPTER.

ARTICLES 1 to 8.-- Refers to Officers of Captaincy of Port.
TITLE II.-CHAPTER I.
ARTICLES 9 to 16.- Refers to duties of Captain of Port, and
to maintenance of proper regularity on the shores of the port.
TITLE II.-CHAPTER II.
Art. 17. — Every Shipmaster is entitled to a copy of this
Regulation when entering the Port, and shall return it when
leaving
Art. 18.—Shipmasters, immediately after the vessel has
been visited , shall make entry in the Captaincy of the Port,
stating name of Master, and of vessel, port to which belonging,
number of crew, whence coming, national character, tonnage,
passengers, and quantity and quality of ballast.
Art. 19.—Shipmasters about to depart shall clear at the
Captaincy of the Port, and receive from that department a
clearance paper. Penalty for non-compliance four milreis,
besides detention till this is done. No charge for entry or
clearance at Captaincy of the Port.
Art. 20. —No national or foreign vessel is allowed to sail
from the port after sunset or before sunrise.
TITLE II.-CHAPTER III.
Arts. 21 to 23. - Captain of Port shall propose anchorage
stations.
86 APPENDIX NO , VI.

ART. 24.— Powder to be discharged at Franquia station,

and placed in deposit . Master to petition accordingly.
Art. 25.—Boats carrying powder to be covered with tar
paulin, with a red flag hoisted, and to be accompanied by
Custom House Officer.
ART. 26. — All vessels in loading or unloading stations, must
have their jibs and flying jib - booms rigged in. Penalty for
each neglect, four milreis and loss of right to indemnification
in case of damage .
ART, 27. All anchors must be moored in customary direction.
Shipmasters not doing so to be fined six milreis, and obliged to
remove anchor.
Art . 28. - All anchors to be buoyed, rope fastenings not
being allowed. Penalty, to pay any damage caused, and aa fine
of six milreis.
ART. 29.-All and every vessel shall afford in the different
anchorage stations reciprocal aid in the act of mooring and
unmooring , such as allowing ropes to be fastened, and veering
cable in case of any unforeseen accident, &c.
ART. 30.—No guns to be fired from vessels. Penalty, eight
milreis, besides paying damage inflicted.
ART. 31.—No fire or light allowed on board after sunset,
excepting two close lanterns. Penalty, ten milreis,, and to
pay damage occasioned by default.
Art. 32.—No vessel to sail overloaded, or with cargo on
deck which may occasion danger.
Art . 33. -No merchant vessel is allowed to send a boat to
another vessel about to enter or go outwards, excepting to tow
such vessel, or assist it to moor, and with the condition that
they cannot go to the gangway , but may remain fastened
astern when not required.
ART. 34.—Boats of Merchant Vessels in loading and un
loading stations to be fastened at gangways. Penalty, four
milreis.
ART. 35.—No Merchant vessel to have boat out after sunset
gun . Penalty four milreis.
 APPENDIX NO . VI . 87

ART. 36.- Refers to Lighters, &c.

ART. 37.—Boats of authorities to seize Boats of Merchant
Vessels and others found in anchoring stations after sunset,
and to fine owner ten milreis.
ART. 38.—Anchors not to be dragged for in anchoring
stations without licence.
Art. 39.—No person to appear naked, or indecently dressed ,
in the anchoring stations during the day. Penalty, three days'
imprisonment.

TITLE II.-CHAPTER IV.

Arts. 40 to 44.— Treats of anchorage stations for old
vessels and others under repair, without destination. If
vessel sinks through negligence of Master, he must raise it, or
Captain of Port will do so at his expense and profit. Captain
of the port will fix on place for breaking up of vessel when
owner so desires, and will appoint period within which work
of breaking up is to be completed.

TITLE II.-CHAPTER V.
ART . 45.—When a vessel should take fire all those near
should immediately separate from her, and afford all assistance
in their power. Should the vessel that first discovers the
fire have powder on board it will signal with two guns at an
interval of half a minute, and in any case will hoist a large
lantern at the gaff top, covering it with red bunting.
ART. 46.—In case of fire Captain of the Port to take mea
sures .
ART . 47.-All three-masted vessels must have on board
eight canvas, wood, or leather buckets, with their ropes, and
two hatchets, always ready ; two-masted vessels to have half
the number. Penalty, for default in either case, four milreis.
Arts. 48 to 50. — Provide for proceedings of Officers in Port
in case of fire or other danger to vessels.
88 APPENDIX NO . VI .

TITLE II.-CHAPTER VI.

Art. 51.— Shipmasters not to discharge or load ballast
without license of Captain of the Port, who will determine the
place whence it must be taken, or where it shall be thrown.
ART. 52.— “ It is not allowed to take in or unload ballast
during the night, nor to heave it overboard in the anchoring
station, nor any sweepings out of the hold when cleared out:
the delinquent in the first case (cases) shall be subject to a
fine of fifty milreis, and in the second case, besides the fine of
from one hundred milreis to one conto of reis, shall be impri
soned from one to thirty days, according to the nature of the
case .

Art. 53.—Vessels, according to license, may tranship ballast

from one to another .
ART. 54.—Of Coasting Vessels .
TITLE III.-ONLY CAAPTER.
Arts. 55 to 58.—Treats of the Inspection and Administra
tion of Lighthouses, Vessels of Relief, Beacons, Buoys, and
Vessels for Excavation .

TITLE IV.–CHAPTER I.
ARTS . 59 to 62.—Treats of Matriculation of Brazilian crews.
ART. 63.—No Shipmaster shall admit any Brazilian in his
crew without a certificate from the Captain of the Port,
showing he is disengaged, nor shall he engage any foreigner
without a similar certificate from the Consul of the nation to
which such foreigner may belong.
TITLE IV.- CHAPTER II.
Arts. 64 to 69. — Treats of the matriculation of seafaring
persons.
TITLE IV.-CHAPTER III.
.

Arts. 70 to 72. – Treats of the Registration of Brazilian

vessels.
 APPENDIX NO . VI . 89

TITLE IV.–CHAPTER IV.

Arts. 73 to 85.—Treats of the internal navigation and
traffic.
TITLE IV .–CHAPTER V.
ARTS. 86 to 90.-Treats of Fishermen .

TITLE IV.- CHAPTER VI.

Arts . 91 , 92, and 93.— Treats of Pilotage. These articles
have been modified by subsequent legislation.
TITLE V.-CHAPTER I.
ART. 94.- " When two vessels are beating to windward, in
or out of the Port, although within the points, the one going
on the larboard tack shall have the preference in contrary
tacks. If, under such circumstances, the other receive damage,
or be the cause of it, she shall not only have no right to
indemnity, but shall be obliged to pay the damage she may
cause. If, however, the vessel shall be national, or of war, she
shall always have the preference.”
ART. 95.— “ When two vessels are beating to windward on
contrary tacks, close in with the coast, shoal, or any other
danger, the one coming in the outward tack shall not be
obliged to change her course. Any damage she shall suffer on
account of having altered her course with a view of avoiding
any shock with another, or even if it has taken place, she shall
be indemnified by the other vessel. ”
ART. 96.— “ Whenever two vessels meet on the coast, one
opposite to the other,> one hove to and the other sailing, if the
former be run foul by the latter she is bound to repair the
damage.” Captain of Port to try the case.
Art. 97.— “ When two vessels are coming into a Port of
dangerous entrance, the vessel most distant must wait until
the one nearer enters first. If the former, owing to her being
a faster sailer, should come and meet the other, and thereby
>

run foul, she shall be obliged to pay the damage.”

G
90 APPENDIX NO . VI .

ART. 98 .— “ In the same manner, when departing, the vessel

most astern must wait until the one close to the bar shall have
got out.""
66
ART. 99.—“All vessels, either coming in or going out of a
port, must leave the way free to any other going out or coming
in with a foul wind.”
Art. 100.— “ All vessels hauling up by a rope, or which at
the time of getting under weigh or sailing, shall cause any
damage to another vessel at anchor, either to her hull, rigging,
or moorings, or to her cargo, shall be obliged to indemnify the
same.”

TITLE V.–CHAPTER II.

ART. 101.- “ When a vessel finds herself in shoal water, and
unable to get off, the Captain or Master shall have a right in
case of danger to demand that the vessel close to her weigh or
trip her anchor to clear her way, whenever the vessel at anchor
be in circumstances to do so without danger to herself, but the
former shall indemnify the latter for any damage that she may
have sustained to save her from danger.”
ART . 102. — “ Whenever any vessel sailing shall come near
to another at anchor, the latter shall immediately haul up her
launch or boat astern. In case of not doing so she will not
only lose her right to indemnification in case ofany damage,
but on the contrary will be obliged to pay any injury that, on
that account, the vessel under weigh may sustain .”
Art. 103. - All vessels to be responsible for damage caused
by want of buoys to their anchors.
Art. 104. - All vessels badly placed or moored to be respon
sible for damage caused in consequence .
TITLE V.-CHAPTER III.
ART . 105.-—“ Whenever a vessel shall drag upon another
on account of aa storm or extraordinary force of the tide, in case
of its being owing to negligence, or that her anchors be not
proportional to the size of the vessel, she shall be obliged to
repair the damage.”
 APPENDIX NO . VI . 91

ART. 106 .— “ If a vessel under the same circumstances of a

storin run foul of another, owing to a third vessel having
impelled her to it, the latter shall be obliged to repair the
damage in case that the same causes exist as mentioned in
the preceding article.”
Art . 107 .—“If, however, the cases of the two preceding
articles take place after the vessel has let go all her anchors,
but that notwithstanding this either the vessel drags or loses
any anchor, in such case there will be no right to repair the
damage. There may be, however, circumstances in which the
same damage be divided between the two."
Art. 108.— “ Whenever any vessel in the act of mooring or
unmooring shall run foul of another, owing to a third vessel
refusing to afford the reciprocal aid to which all vessels are
obliged in the anchoring stations, she shall not be obliged to
repair the damage, but it shall be done by that which has
refused the aid .
Art. 109.—Questions with regard to damage by collision, &c.,
to be decided in a summary manner by Captain of Port, and
without appeal,when value does not exceed one hundred milreis.
Art. 110.-In cases exceeding one hundred milreis, appeal
to lie to Brazilian Naval Court.

TITLE VI.- ONLY CHAPTER.

Art. 111. — Treats of building Brazilian vessels.
ART. 112.—Treats of Signals for Brazilian ssels for each
Province .
Art. 113.—Treats of disposal of fines.
Art. 114.-Fine of two to four milreis may be levied for
each contravention of Regulation, when a specific fine is not
mentioned .
Art. 115.— Regulation to be translated in English and
French.
TITLE VII.-ONĻY CHAPTER.
Arts. 116 to 127 (end). - Treats of forms of procedure under
this regulation, and emoluments of Captaincy of the Port.
 APPENDIX No. VII .

AGREEMENT BETWEEN MERCHANTS.

In consequence of the disputes constantly arising between

Foreign Shipmasters and their consignees, owing to the want
of established rules whereby to regulate the settlement of
accounts, it is resolved by the resident foreign merchants that
the following regulations shall henceforward be adopted and
adhered to, under the denomination of the Custom of the Port
of Rio Grande do Sul :

1st.—That the consignees of vessels shall have the privilege

of choosing at which Custom House entry shall be given.
2nd.—That the vessel shall bear the expense of all lighterage
attendant upon entry at the South Custom House, unless there
be a special clause in the Charter-party or Bills of Lading to
the contrary .
3rd.—That upon entry being given to discharge at the
South Custom House, and it be found necessary to lighten the
vessel at the north, she shall, after being sufficiently lightened ,
be brought over to the South, if required.
4th.—That the consignees alone shall be entitled to com
mission accruing from the consignment of the vessel.
5th.—That when a homeward charter is required for the
vessel the consignees shall have a prior right of chartering at
current rates, and in any case the charter shall be effected
through their agency.
 APPENDIX NO . VII . 93

6th . — That the commission for recovering outward freight

shall be five per cent. on the amount payable abroad, or when
the entire freight is so payable two -and - a -half per cent.; and
that whether the vessel be chartered at home or abroad for
the return voyage, the consignees shall be entitled to a com
mission which shall in the former case be two -and - a half per
cent., and in the latter five per cent., on the amount of
freight.
7th . — That the charterers shall have the privilege of sending
their own stevidore on board, and that the vessel shall bear
the expense of stowing the cargo.
8th . — That the charge for Custom-House agency shall be
Rs. 32 Y 1000, and that a commission of five per cent. shall
be paid by the vessel on the amount of her disbursements,
unless such a charge be specially provided against by the
charter -party.
9th.—That outward freight, payable abroad, shall be re
covered on delivery of the cargo at the current rate of exchange
for Bills on London, at the customary usance of 90 days, which
rate shall be that established by the latest transactions.
10th.—That on the adjustment of freight on salt twenty
eight alqueires shall be calculated to the ton.
11th . — That a committee of three of the undersigned shall
decide in any cases that may be considered exceptional to
these regulations.
12th.—The undersigned bind themselves to a strict adher
ence to all the foregoing rules.
Rio Grande, 13th November, 1854.

[Here follow signatures of nine firms, of which four

may now ( 1859) be considered to have merged in
other firms, one to be dissolved , and one to have
retired .]
 APPENDIX No. VIII .

TABLE of prices of towage at Rio Grande do Sul according to a

contract entered into by the Brazilian Government with John
Tarrant Thomas ; the contractor to possess the exclusive right
of towage for four years from the 10th March, 1846 .

PRICES PER Ton.*

REIS .

1. From the south to the Canal da Barca, and vice versa 400

2. From the south to the north, or vice versa .... 600

3. From the south, Canal da Barca, and north, to the

bar, or vice versa .... 600
4. From the bar outwards 640

5. From any distance outside the bar not exceeding

two miles to inside .... 800

6. From any distance outside the bar not exceeding

two miles to the south, Canal da Barca, and north 1,200
7. From outside the bar at the distance of two to four
miles (to inside) 1,000
8. From outside the bar at the distance of two to four
miles to the south, Canal da Barca, and north 1,400
9. From outside the bar at the distance of four to six
miles (to inside) 1,200
10. From outside the bar at the distance of four to six
miles to the south, Canal da Barca, and north ....
1,500
* The tons intended are Brazilian tons, which, according to the
measurements are often calculated to exceed the British register
tonnage by one third.
 APPENDIX NO . VIII. 95

OBSERVATIONS.

1st.—The vessel which, being in danger in consequence of

stranding, striking, or leaking, when going out or coming in
over the bar, is assisted and saved by the steamer, shall pay
five per centum on the value of the vessel, freight, and cargo,
saved ; if, however, five per centum should not give the
amount stipulated in the 2nd Observation, the consignee will
be obliged to pay John Tarrant Thomas the difference.
2nd .If the steamer should go to assist a vessel in the cir
cumstances above specified, and all efforts should be unavail
ing, the consignee shall payfifty milreis for each hour of service
in the place of dangr.
3rd .—The vessel which, going out or coming in under sail,
should, from finding itself in a dangerous position in conse
quence of the wind failing, or other similar motive, call for the
steamer and be thereby assisted, shall pay fifty per centum
additional upon the respective towage.
4th.—The vessels under 100 tons shall pay for 100, and
those above 250 shall pay for 250.
5th.—The vessels requiring towage should hoist their
national ensign above the signals of draught, and those which
request succor should hoist it half -mast high.
6th.—The vessels which, after hoisting the signal calling for
towage, should not avail themselves of it, shall be obliged to
pay the entire towage in the event of their refusing, after the
tow steamer has got under weigh with the manifest intention
of attending to the call.
7th . Those who, after hoisting the signal calling for succor,
should refrise it, shall be obliged to pay the respective towage
if the refusal should be given after the tow steamer has got
under weigh with the manifest intention of attending to the
call .
96 APPENDIX NO . VIII .

8th.—The vessels which take towage from the south, Canal

da Barca, or north, to outside the bar, shall pay 1 mil. 200 reis,
even though they should go out under sail ; also the tug
steamer has only right to demand that price when the vessel
cannot go out on the same day.

Rio de Janeiro, 8th October, 1859.

PRINTED BY HARRISON AND SONS, ST. MARTIN'S LANE, W.C.

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